JP6995948B2 - Selective push propulsion unit for aircraft - Google Patents

Description

The use of unmanned aerial vehicles such as airplanes or helicopters with one or more propellers in a variety of applications is becoming more and more common. Such vehicles may have a fixed wing aircraft, or a quadcopter (eg, a helicopter with four rotatable propellers), an octocopter (eg, a helicopter with eight rotatable propellers), or one or more propellers. Rotating wing aircraft such as other vertical takeoff and landing (or VTOL) aircraft may be included. In most unmanned aerial vehicles, each of the propellers is powered by one or more rotary motors or other prime movers. Motors and propellers are physically attached to, but not limited to, a frame or other structure of the unmanned aerial vehicle (eg, airframe, wings, or other parts of the unmanned aerial vehicle), including, but not limited to, computer-mounted control systems or modules. It may be provided within a propulsion unit or module that is electrically and / or mechanically coupled to one or more other systems or components. The net effect of the operation of such a propulsion unit is to move the unmanned aerial vehicle in one or more directions and / or thereby hold it in the air.

Propulsion units equipped on unmanned aerial vehicles generally include a motor having a shaft with a fixed azimuth axis and a fixed-shaped propeller, such that the motor rotates the propeller around the fixed azimuth axis by the shaft. It is configured. Generally, the level of force (eg, lift and / or thrust) provided by a propulsion unit with a motor and propeller is within a safe operating range (eg, maximum rotational speed or maximum angular velocity from a complete stop situation). It can be modified either by varying the speed or by varying the pitch angle (or angle of attack) of the propeller blades. However, a propulsion unit mounted on an unmanned aerial vehicle generally has its gimbal angle during operation (eg, the angle of its axis in an orientation in which the propeller rotates and the propulsion unit is configured to generate force). , Or their respective propeller shapes are not configured to change.

Sound is the kinetic energy emitted by the vibration of molecules in a medium such as air. In industrial applications, sound can be produced in any number of ways or in response to any number of events. For example, sound can be generated in response to vibrations resulting from collisions or frictional contacts between two or more objects. Sound can also be produced in response to vibrations caused by the rotation of one or more objects, such as shafts, by, for example, a motor or other prime mover. Sound can also be produced in response to vibrations caused by fluid flowing over one or more objects. In essence, any movement of molecules that causes vibration, or contact between molecules, can result in the emission of sound at a pressure level or intensity and at one or more frequencies. The characteristics of the sound emitted by an unmanned aerial vehicle in operation (eg, the sound pressure level or frequency spectrum of such sound) are determined based on the operating characteristics of the aircraft, such as the motor speed or the attributes of the propeller rotated by the motor.

FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a block diagram of an embodiment of one system for operating an aircraft having one or more embodiments of a propulsion unit according to the present disclosure. FIG. 3 is a diagram of an embodiment of an aircraft according to an embodiment of the present disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. It is a figure of the embodiment of the propulsion unit according to the embodiment of this disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. FIG. 3 is a diagram of an aircraft embodiment having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. It is a flowchart of one process for operating an aircraft having one or more embodiments of a propulsion unit according to the present disclosure. It is a flowchart of one process for operating an aircraft having one or more embodiments of a propulsion unit according to the present disclosure. It is a flowchart of one process for operating an aircraft having one or more embodiments of a propulsion unit according to the present disclosure.

As described in more detail below, the present disclosure discloses a desired level of thrust or lift in a desired direction while producing sound at a desired sound pressure level (or intensity) and within a desired frequency spectrum. Target aircraft with propulsion units that can operate selectively to achieve. The propulsion unit, for example, by varying the gimbal angle of the propulsion unit, by varying the motor speed for rotating the propeller, or by varying the pitch angle or shape of one or more blades of the propeller, etc. It may include one or more motors and one or more propellers, along with components for varying the level and direction of thrust or lift produced by such units in any number of ways. Factors such as motor speed or propeller speed, gimbal angle, pitch angle, or blade shape are the forces generated by the operating propulsion unit, the sound emitted by the operating propulsion unit, or the direction in which such force or sound is directed. The ability to manipulate such speeds, angles, or shapes is such that the aircraft with the propulsion units of the present disclosure has such forces (eg, magnitude or direction), or sound (eg, sound pressure level or). It makes it possible to control the aspect of the frequency spectrum). Such sounds include, but are not limited to, areas audible by one or more humans or other animals. Accordingly, the required amount and / or directional force (eg, lift and / or thrust) is the speed of the motor or propeller, gimbal angle, if requested by the propulsion unit of the present disclosure, or an aircraft equipped with the propulsion unit. The pitch angle, or blade shape, can be individually adjusted as needed to produce and radiate a specific or desired sound in the direction of choice, while satisfying the demands of force. If the aircraft contains more than one such propulsion unit, each of the propulsion units may operate individually to produce a particular or desired sound, generating forces in a particular amount or in a particular direction.

In some embodiments of the present disclosure, the propulsion unit is not only the gimbal angle of the propulsion unit (eg, the angle of the axis on which the propeller rotates, and thus the angle of the axis corresponding to the direction of the force generated by it). , Each of which is provided to each of the propellers, may include a linear actuator configured to modify each pitch angle as well. For example, the propulsion unit is rotatably mounted in the housing by the roots of the hub or bearing ring (the blades of the propeller are each root of them via one or more pivotable connectors provided inside the hub or bearing ring. ) Can be included. The propulsion unit may also include a motor assembly having a motor mounted via a drive shaft in which the propeller itself defines a shaft, and a planar element or plate provided in connection with a hub or bearing ring. The planar element or plate may include a neck hole or other extension in which the drive shaft slides into contact and extends, and one or more joints associated with the rotatable connector of the hub or bearing ring. The motor assembly is housed by a gimbal mechanism that allows the motor assembly to rotate freely around a point on the base while allowing the motor to rotate the propeller around an axis defined by the motor. Can be mounted on an internal base. A pivotable connector pivots the blade around its root to a certain degree, as determined by the relative motion or distance between the planar element or plate and the hub or bearing ring. Can be configured as Therefore, the planar element or plate can be repositioned (eg, along the axis of the drive shaft of the motor) to vary both the pitch angle of the blade and the gimbal angle of the propulsion unit using a linear actuator. Or it can be reoriented (eg, a planar angle defined by a planar element or plate that is substantially perpendicular to the drive shaft) and acts as a common actuator.

In some embodiments, the linear actuator joined to the planar element or plate can be retracted or extended alone or together. Retraction or extension of a linear actuator at a particular point on a planar element causes the planar angle of the planar element or plate to fluctuate. If the drive shaft is slidably inserted into the neck hole substantially vertically and the motor assembly is pivotally joined to a gimbal mechanism on the base inside the housing, the planar angle of the planar element will vary. That always varies the angle of the axis or the gimbal angle of the propulsion unit accordingly. In addition, the retreat or extension of the linear actuator also causes the relative position of the hub or bearing ring to vary relative to the planar element or plate, thereby allowing one or more pivots on which the root of the blade is mounted. The connector can be repositioned and the pitch angle of the blades can be varied accordingly. Preferably, the linear actuator is joined to the planar element or plate at three or more locations around the element or plate so that the linear actuator is the planar angle of the planar element or plate and the relative position of the planar element or plate. Allows both to be controlled to be positive, and the pitch angle of the blade and the gimbal angle of the propulsion unit are as desired based on the axial motion and angle alignment of the common operator (eg, the planar element of the plate). Can be ensured to be oriented towards.

Thus, the propulsion units of the present disclosure are based on independent variables such as motor speed or propeller speed, gimbal angle, blade pitch angle, or blade shape, as well as the magnitude of force supplied by each of the propulsion units. , Including the direction of that force, may operate in a manner that specifically controls both the magnitude and direction of the resultant force applied to the aircraft by such propulsion unit. Some embodiments may include a plurality of actuators, the plurality of actuators varying both the gimbal angle and the blade pitch angle of such propulsion unit by repositioning or rearranging the common controls accordingly. It can work separately or together, as it does. Some embodiments may also include a motor capable of operating at variable speeds and / or a propeller having blades with variable shapes. The propulsion unit of the present disclosure may be configured to modify one or more of such variables during operation and thus control or adjust the characteristics of the sound emitted from it.

Referring to FIGS. 1A-1F, aircraft 110 with a plurality of propulsion units 130-1, 130-2, 130-3, 130-4 is shown. As shown in FIG. 1A, each of the propulsion units 130-1, 130-2, 130-3, and 130-4 has forces F _1-1 , F _2-1 and F that react to the weight w ₁₁₀ of the aircraft 110, respectively. Generates _3-1 , _F4-1 , or other external force (not shown) acting on the aircraft 110. Propulsion units 130-1, 130-2, 130-3, 130-4, respectively, have motor assemblies 160-1, 160-2, 160-3, 160-4 with motors and inside the housing of the propulsion unit. One or more actuators and components for controlling the operation of each unit 130-1, 130-2, 130-3, 130-4 and propellers 170-1, 170-provided outside the housing. 2, 170-3, 170-4 and the like are included. The motor assemblies 160-1, 160-2, 160-3, 160-4 and the propellers 170-1, 170-2, 170-3, 170-4 have the forces F _1-1 , F _2-1 generated by them. , F _3-1 and F _4-1 may both act selectively to determine, vary, or select both magnitude and direction.

The motors provided inside the motor assemblies 160-1, 160-2, 160-3, 160-4 are of any type or form of motor (eg, electric motors, gasoline powered motors, or any other type). Motor), the motor producing sufficient rotational speed of the corresponding propellers 170-1, 170-2, 170-3, 170-4, and lifting and / or thrusting the aircraft 110 and any engagement. It is possible to bring the engaged payload into the air, thereby transporting the engaged payload in the air. For example, one or more of the motor assemblies 160-1, 160-2, 160-3, 160-4 may include brushless direct current (DC) motors such as outrunner brushless motors or inrunner brushless motors.

Each of the motor assemblies 160-1, 160-2, 160-3, 160-4 can be similar or identical to each other and include similar or identical features (eg, power supply, number of poles, within the motor assembly). It may be characterized by whether the motors are synchronous or asynchronous) or operating capability (eg, angular velocity, torque, operating speed or duration). Alternatively, two or more of the motor assemblies 160-1, 160-2, 160-3, 160-4 of the aircraft 110 are such motors or their corresponding propellers 170-1, 170-2, 170-3. , 170-4 may include motors with different characteristics or capabilities, depending on the desired or required degree of use. Each of such motor assemblies 160-1, 160-2, 160-3, 160-4 may operate individually or in cooperation with each other for any purpose. For example, two or more of the motor assemblies 160-1, 160-2, 160-3, 160-4 and their corresponding propellers 170-1, 170-2, 170-3, 170-4 have lift and lift. Two or more of the motor assemblies 160-1, 160-2, 160-3, 160-4 and their corresponding propellers 170-1, 170-2, 170, while being able to operate to provide both thrust. -3, 170-4 may operate to provide either lift or thrust at any desired angle or direction.

Figures of internal components and other aspects of propulsion unit 130-4 are shown in FIGS. 1B and 1C. For example, as shown in FIGS. 1B and 1C, the propulsion unit 130-4 includes a housing 132-4, a motor assembly 160-4, a propeller 170-4, and a variable pitch hub 180-4. The propeller 170-4 includes a plurality of blades 172-4 joined to the variable pitch hub 180-4 via a rotatable link mechanism 175-4 inside the housing 184-4. The motor assembly 160-4 is provided inside the housing 132-4 of the propulsion unit 130-4 and inside the housing 132-4 to the gimbal base 134-4 (the inner surface of the housing 132-4 with the gimbal mechanism). It will be installed. The motor assembly 160-4 is coupled to a plurality of support bars 162-4 extending between a pair of support plates 164-4 defining the frame and a motor 165-4 coupled to the proximal end of the drive shaft 168-4. And include. The motor 165-4 is configured to rotate the shaft 168-4 about a shaft provided by the gimbal angle Φ _4-1 . The distal end of the shaft 168-4 is coupled to the variable pitch hub 180-4, which is provided via the fastener 187-4 to the outside of the housing 132-4 of the propulsion unit 130-4. The rotation of the shaft 168-4 causes the propeller 170-4 to rotate about the axis according to the operation of the motor 165-4. The propulsion unit 130-4 further includes a plurality of plate supports 150-4. Each of the plate supports 150-4 is to the plate element 182-4 via a ball joint 154-4 (or other pivotable connector) and to the knuckle joint 156-4 (or other pivotable connector). Includes shaft 152-4 joined to gimbal base 134-4 via. Each of the plate supports 150-4 further extends or retracts independently or together in response to, for example, one or more computer-generated control signals or commands, and the plate elements to which each is joined. Either the angle of 182-4, the relative position of the plate element 182-4 with respect to the housing 184-4, or the angle of the plate element 182-4 and the relative position of the plate element 182-4 with respect to the housing 184-4 are varied. Obtain, including linear actuator 155-4.

As shown in FIGS. 1B and C, the plate support 150-4 is mounted on the plate element 182-4 at three locations. In addition, the plate element 182-4 further includes a neck hole 185-4 over which the shaft 168-4 slidably extends. The neck holes 185-4 are substantially perpendicular to the plane of the plate element 182-4, and in that state, by varying the plane angle of the plate element 182-4, the plate element 182-4 accordingly. The angle of the neck hole 185-4, which is substantially perpendicular to, and the angle of the shaft 168-4 are varied. Therefore, by operating the linear actuator 155-4 to extend or retract the plate support 150-4, the corresponding location of the plate element 182-4 can be raised or lowered inside the housing 132-4. Accordingly, the planar angle of the plate element 182-4, or at least one of the relative distances between the plate element 182-4 and the housing 184-4, is varied.

Further, as shown in FIGS. 1B and 1C, the propeller 170-4 has a blade pitch angle θ _4-1 and is a rotatable link mechanism 175-4 inside the housing 184-4 of the variable pitch hub 180-4, respectively. Includes three blades 172-4 mounted on the. The variable pitch hub 180-4 is rotatably joined to the shaft 168-4, allowing it to rotate freely with respect to the plate element 182-4 about an axis defined by the shaft 168-4. The variable pitch hub 180-4 includes a ring bearing 177-4 provided between the rotatable linkage 175-4 inside the housing 184-4 and the neck hole 185-4, the housing 184-4 and the plate element 182. The relative distance to -4 allows the plate element 182-4 to vary accordingly as it moves relative to the variable pitch hub 180-4. When the rotatable linkage 175-4 is configured to rotate the blade 172-4 based on the relative distance between the housing 184-4 and the plate element 182-4, the linear actuator 155-4. Changes in relative distance caused by one or more extension or retreat can therefore result in changes in the blade angle of each blade 172-4.

Further, the propulsion unit 130-4 may include a set of one or more bearings coupled to the shaft 168-4 or other structural components. For example, as shown in FIG. 1C, the ring bearing 177-4 is provided between the rotatable link mechanism 175-4 and the neck hole 185-4. A set of bearings (not shown) is also provided between the variable pitch hub 180-4 and the plate element 182-4, while the plate element 182-4 remains fixed in place. It may allow the variable pitch hub 180-4 to rotate freely about an axis defined by the shaft 168-4. Other sets of bearings (not shown) are provided between the motor assembly 160-4 and the shaft 168-4, or between the shaft 168-4 and the propeller 170-4, eg, the shaft 168-4. Also, it may be possible to rotate freely while being fixed in place and aligned along a predetermined axis.

Various components of the propellers of the present disclosure, including but not limited to blades 172-4, can be formed from any suitable material that can be selected based on the amount of lift desired according to the present disclosure. In some embodiments, the propeller 170-4 embodiment (eg, blade 172-4) comprises one or more resins (eg, epoxy or phenolic resins, polyurethanes or polyesters, and polyethylene, polypropylene, or polychloride). Optional of thermosetting resins such as vinyl), wood (eg, wood with sufficient strength properties such as ash), metals (light metals such as aluminum, or heavy weight metals including alloys of steel), mixtures, or materials. It can be formed from other combinations. In some embodiments, the propeller 170-4 embodiment may be formed from one or more lightweight materials, including, but not limited to, carbon fiber, graphite, machined aluminum, titanium, or glass fiber.

As shown in FIGS. 1B and 1C, the motor 165-4 rotates the shaft 168-4 and the propeller 170-4 at an angular velocity ω _4-1 thereby causing the gimbal angle Φ _4- of the propulsion unit 130-4. F _4-1 is generated in the direction of ₁ , for example, sound N _4-1 is emitted from the propulsion unit 130-4 in one or more frequency spectra. The gimbal angle Φ _4-1 of the propulsion unit 130-4 shown in FIGS. 1B and 1C is generally by the angle of the shaft 168-4 (ie, 0 degrees, or normal) with respect to the gimbal base 134-4. Demarcated.

In each of the linear actuators 155-4, the plate support 150-4 withdraws or rejects the common operator (ie, plate element 182-4) at each point where the plate support 150-4 is mounted. Correspondingly, it is configured to change the gimbal angle of the propulsion unit 130-4 and / or the blade pitch angle of the blade 172-4. For example, if each of the linear actuators 155-4 operate together and to a normal degree (eg, if each of the plate supports 150-4 extends or retracts by an equal amount at the same time or at different times). A change in the relative position of the plate element 182-4 with respect to the housing 184-4 results in a corresponding change in each of the blades 172-4 of the propeller 170-4. If each of the linear actuators 155-4 operates independently and to a specific degree (eg, each of the plate supports 150-4 extends at the same time or at different times, or by different amounts. (When retracting), the change in relative position of the portion of the plate element 182-4 with respect to the housing 184-4 is the gimbal angle of the propulsion unit 130-4 defined by the angle of the shaft 168-4 with respect to the housing 132-4. Fluctuate by a positive amount with respect to the line. In some embodiments, the gimbal angle of the propulsion unit 130-4 can vary from 0 degrees to 15 degrees (0 to 15 degrees) with respect to the normal. However, the extent to which the gimbal angle can fluctuate is not limited.

Therefore, a linear actuator for the shaft 168-4 to slidably extend through the neck hole 185-4 and for the motor assembly 160-4 to be pivotally mounted on the gimbal base 134-4. By varying the angle of the plate element 182-4 using 155-4, the axis of the shaft 168-4 is varied, thereby correcting the gimbal angle of the propulsion unit 130-4. Further, in addition to the extension or retreat of the plate support 150-4, those skilled in the art will recognize that the speed of the motor assembly 160-4 can also be modified as appropriate. In some other embodiments, the shape of the blade 172-4 can also be modified as appropriate.

As discussed above, changes in blade pitch angle, gimbal angle, motor speed, and / or blade shape of one or more propulsion units of an aircraft are also the forces generated by such propulsion units, or such propulsion. It can bring about a change in the total resultant force provided by the unit to the aircraft. Thus, if changes in aircraft position, speed, or acceleration are desired, the pitch angle, gimbal angle, motor speed, or blade shape is the force (eg, lift) supplied to the aircraft by one or more such propulsion units. And / or thrust) can be varied and modified accordingly to result in the desired changes in position, velocity, and / or acceleration.

With reference to FIGS. 1D and 1E, the aircraft 110 is shown as a free object diagram for the current resultant force vector and the desired resultant force vector. For example, referring to FIG. 1D, when the aircraft 110 floats, the magnitude of the resultant force F _NET-1 provided by the movements of the propulsion units 130-1, 130-2, 130-3, 130-4 floats the aircraft 110. Must be equal to the weight of the aircraft 110 w ₁₁₀ in the opposite direction, except for the effects of wind or other lateral effects (such as when the speed v1 of the _aircraft 110 is zero). .. However, if changes in position, speed and / or acceleration are desired, the resultant force provided by the operation of propulsion units 130-1, 130-2, 130-3, 130-4 needs to change accordingly. .. For example, referring to _FIG . 1E, propulsion units 130-1, 130-2, 130-3, 130- to shift the aircraft 110 from hovering at zero speed _v1 to non-zero speed v2. 4 is a resultant force _FNET by changing one or more motor speeds, blade pitch angles, gimbal angles, and / or blade shapes of propulsion units 130-1, 130-2, 130-3, 130-4, and the like. Can be reconfigured to produce _-2 .

Referring to FIG. 1F, the propulsion unit 130-4 has an angular velocity ω _4-2 of the motor assembly 160-4 and the propeller 170-4, a gimbal angle Φ _4-2 of the propulsion unit 130-4, and a blade of the propeller 170-4. Based on the blade pitch angle θ _4-2 of 172-4, a state is shown in which a force having a vector F _4-2 and a radiated sound N _4-2 of one or more frequency spectra are generated. The force vector F _4-2 is, for example, the velocity of the motor assembly 160-4, the blade pitch angle θ _4-2 of the blade 172-4 of the propeller 170-4, the gimbal angle Φ _4-2 of the propulsion unit 130-4, and / Or can be achieved by the operation of one or more elements of the linear actuator 155-4 and / or the propulsion unit 130-4 so as to change the shape of one or more of the blades 174-2. For example, as shown in FIG. 1F and compared to the configuration of the propulsion unit 130-4 shown in FIG. 1B or FIG. 1C, two of the linear actuators 155-4 are at least the first of the plate elements 182-4. Extending to raise the portion, one of the linear actuators 155-4 is retracted to lower at least the second portion of the plate element 182-4. Therefore, the operation of the linear actuator 155-4 changes the gimbal angle Φ _4E of the propulsion unit 130-4, which is defined by the angle of the shaft 168-4. Therefore, the force generated by the propeller 170-4 during operation is supplied along the corresponding axis corresponding to the gimbal angle Φ _4-2 , and the noise radiated from the propulsion unit 130-4 operates accordingly. The area towards the inside can fluctuate. Similarly, the operation of the linear actuator 155-4 also repositions the variable pitch hub 180-4 relative to the plate element 182-4, for example, to change the position of the propeller 170-4 at a blade pitch angle θ _4-2 . Install each of 172-4.

As an alternative, those skilled in the art will appreciate that even after a force having a vector (eg, magnitude and direction) has been modified for one or more of the motor speed, blade pitch angle, gimbal angle, and / or propeller blade shape. You will recognize that it can be maintained at a certain level. For example, each of the variables such as motor speed, blade pitch angle, gimbal angle, and / or blade shape is due to the forces (eg, lift and / or thrust) generated by the propeller and / or propulsion unit during operation. Therefore, one change in a variable (eg, increasing or decreasing motor speed) is one or more other variables (eg, in order to maintain the magnitude or direction of force provided by the propeller and / or propulsion unit). It can react by changes in one or more blade pitch angles, gimbal angles, or blade shapes). Similarly, each of the variables causes the independent contribution to the level of sound or noise emitted by the propeller and / or propulsion unit during operation. Therefore, by controlling the variables associated with the operation of the propeller or propulsion unit, a given force can have different effects on the sound or noise emitted in the environment in which the aircraft is operating, but can be maintained and concerned. Variables can be selected with respect to specific goals or objectives such as maneuverability, fuel efficiency, and / or battery life, depending on the demand for force.

Accordingly, aircraft such as aircraft 110 of FIGS. 1A-1F include one or more propulsion units with motors and propellers that can be configured to operate in one or more different modes that can be selected in any manner. Can be. For example, one or more modes of operation may be selected based on the location or location of the aircraft, or any operating characteristics or environmental conditions that the aircraft may encounter during flight. In particular, the propulsion units of the present disclosure may include, for example, one or more linear actuators or other components that may extend or retract, as required, and also to vary motor speed and / or blade shape. Using one or more components, it may include a common actuator that is configured to vary both the blade pitch angle and / or the gimbal angle. Thus, the propulsion unit is provided thereby for adjusting, controlling, or manipulating the sound pressure level and / or frequency spectrum of the sound produced by the propulsion unit individually or throughout the aircraft during operation. Not only does it vary both the magnitude and direction of the applied force, but it also provides the same magnitude and direction of that force in any number of configurations of blade pitch angle, gimbal angle, motor speed, and / or blade shape. Can be configured as

Referring to FIG. 2, is a block diagram of the components of one system 200 for operating an aircraft having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure. The system 200 of FIG. 2 includes an aircraft 210 and a processing system 280 connected to each other via a network 290.

Aircraft 210 includes processor 212, memory 214, and transceiver 216. The aircraft 210 further includes a plurality of environment sensors or motion sensors 220 and a plurality of sound sensors 225. The aircraft 210 is also physically engaged with one or more blade controllers 240, one or more linear actuators 255-1, 255-2, 255-3, motors 260, and motors 260. Includes a propulsion unit 230 with a propeller 270 that communicates with one or more blade controllers 240.

The processor 212 may be configured to perform any kind or form of calculation function associated with any movement of the aircraft 210, which calculation function may be, for example, the pre-operation of the aircraft 210 or one or more other aircraft. One or more, but not limited, to predict one or more attributes of the aircraft 210 based on historical data about, or to process acoustic data captured during the operation of the aircraft 210, for example by the sound sensor 225. Includes the execution of machine learning algorithms or techniques. Processor 212 controls any aspect of the operation of the aircraft 210 and one or more computer-based components on it, including, but not limited to, transceiver 216, environment or motion sensor 220, or sound sensor 225. obtain. The aircraft 210 is likewise an arbitrary number of components of the aircraft 210 (eg, blade controllers 240, linear actuators 255-1, 255-2, 255-3, motors 260, and / or provided on it. It may include a propeller 270 and one or more control systems (not shown) that can generate commands to operate any rudder, aileron, flap, or other control surface (not shown). Such control systems may be associated with one or more other computing devices or machines, and as indicated by line 218, the data processing system 280 or 1 through the transmission and reception of digital data over network 290. It may communicate with one or more other computer devices (not shown). For example, the processor 212 controls the operation of the blade controller 240, the linear actuators 255-1, 255-2, 255-3, the motor 260, and / or the propeller 270, or any control surface provided to them. Can operate or be associated with one or more electronic speed controls, feedback circuits, or other components of the.

The aircraft 210 further comprises any kind of information or data for operating the aircraft 210, the propulsion unit 230, the blade controller 240, the linear actuators 255-1, 255-2, 255-3, the motor 260, or the propeller 270. Includes (eg, instructions, etc.) and one or more memories or storage components 214 for storing information or data captured by one or more of environment sensors or motion sensors 220 or acoustic sensors 225.

Transceiver 216 may be, for example, a wired technology such as a universal serial bus (or "USB") or fiber optic cable, or a standard wireless protocol such as Bluetooth® or any wireless fidelity (or "WiFi") protocol. It may be configured to allow the aircraft 210 to communicate, such as over network 290 or directly, using one or more wired or wireless means.

The motion sensor 220 is one or more attributes of the environment in which the aircraft 210 is operating or is expected to operate, or one or more of the aircraft 210, including external information or data or internal information or data. May include arbitrary components or equipment for determining operating characteristics. For example, the motion sensor 220 may include, but is not limited to, any type of receiver or sensor. For example, one such sensor is adapted to receive signals related to the location of the aircraft 210 (eg, trilateration data or information) from one or more GPS satellites in a GPS network (not shown). It can be a Global Positioning System (“GPS”) sensor, or any device, component, system, or instrument. Another such sensor is a compass, or any device, component, adapted to determine one or more directions with respect to a reference frame fixed to the surface of the earth (eg, its poles). It can be a system or an instrument. The motion sensor 220 may further include a speedometer for determining the speed or speed of the aircraft 210, or any device, component, system, or instrument for determining speed, speed, or acceleration. It may include related components (not shown) such as tubes, accelerometers, or other equipment.

Similarly, the motion sensor 220 may include any device, component, system, or instrument for determining the altitude of the aircraft 210, including any number of barometers, transmitters, receivers, rangefinders (eg, eg). It may include a laser or radar), or other equipment. The motion sensor 220 further comprises a thermometer, barometer, or hygrometer, or any device, component, for each determination of local temperature, barometer, or humidity inside the vicinity of the aircraft 210. It may include a system or an instrument. The motion sensor 220 also has one or more gyroscopes, or mechanical devices or electrical, for determining orientation (eg, orientation of the propulsion unit 230 or aircraft 210, or orientation of one or more of their components). Includes device, component, system, or instrument. In some embodiments, the motion sensor 220 is a conventional mechanical gyroscope with at least a pair of gimbals and flywheels or rotors, or a dynamically tuned gyroscope, fibre optic gyroscope, hemispherical resonator. To determine the orientation of an electric gyroscope such as a gyroscope, London moment gyroscope, microelectromechanical sensor gyroscope, ring laser gyroscope, or vibrating structure gyroscope, or the orientation of an aircraft 210 or one or more of its components. Can include any other type or form of electrical component of.

Those skilled in the art will recognize that the motion sensor 220 may further include any type or form of device or component for determining environmental conditions within the vicinity of the aircraft 210 or the operating characteristics of the aircraft 210 in accordance with the present disclosure. Will. For example, the motion sensor 220 may include one or more air monitoring sensors (eg, oxygen sensor, ozone sensor, hydrogen sensor, carbon monoxide sensor, or carbon dioxide sensor), infrared sensor, ozone meter, pH sensor, magnetic anomaly sensor, etc. It may include metal detectors, radiation sensors (eg Geiger counters, neutron detectors, alpha detectors), attitude indicators, depth gauges, accelerometers, rotational speed meters, etc., as well as one or more imaging devices (eg digital cameras). ..

Sensor 225 includes, but is not limited to, one or more microphones, piezoelectric sensors, or vibration sensors for detecting and capturing near-environment sound energy in which the aircraft 210 is operating or is expected to operate. It may also include components or equipment. For example, such microphones are converters of any kind or form (eg, dynamic) configured to convert acoustic energy of any intensity and over any or all frequencies into one or more electrical signals. It can be a microphone, a condenser microphone, a ribbon microphone, a crystal microphone, etc.) and may include any number of diaphragms, magnets, coils, plates, or other similar equipment for detecting and recording such energy. Such microphones are also provided as separate components or in combination with one or more other components (eg, imaging devices such as digital cameras). In addition, the microphone may be configured to detect and record sound energy from any and all directions.

Similarly, such piezoelectric sensors may be configured to convert pressure changes (including, but not limited to, such pressure changes initiated by the presence of acoustic energy over frequencies in various bands) into electrical signals. It may include the above crystal oscillators, electrodes, or other equipment. Such vibration sensors can be any device configured to detect the vibration of one or more components of the aircraft 210, and can also be a piezoelectric device. For example, a vibration sensor is configured to detect a difference in acceleration along one or more axes over a predetermined period of time and to associate such acceleration with a vibration level and thus sound. It may include a meter (eg, an application-specific integrated circuit and one or more microelectromechanical sensors in a landgrid array package).

As noted above, the propulsion unit 230 includes a blade controller 240, linear actuators 255-1, 255-2, 255-3, a motor 260, and a propeller 270. The blade controller 240 is one or more of propellers 270 at a given time, or according to a predetermined schedule, or in response to one or more control signals, sensed environmental conditions, or sensed operating characteristics. It may contain multiple components for operating and / or adjusting the attributes of the blade. For example, the controller 240 may be configured to rotate the blade tip of the blade, change the shape of the blade, or modify any number of other attributes of the blade. The blade controller 240 therefore controls, initiates, or operates one or more mechanical or electrical equipment provided to or associated with propeller 270 for the purpose of altering one or more of its attributes. obtain. Linear actuators 255-1, 255-2, 255-3 are configured to extend or retract in a straight line in response to, for example, one or more control signals or commands, thereby FIG. 1B, FIG. 1C. , Or the distance between the two components of the propulsion unit 230 to which the linear actuators 255-1, 255-2, 255-3 are joined, such as the gimbal base 134-4 and the plate element 182-4, shown in FIG. 1F. Can be increased or decreased. For example, a linear actuator 255-1, 255-2, 255-3 may have an actuator configured to rotate around such element and one or more hydraulic controls, pneumatic controls, or electric machines. It may include one or more threads with an actuator, or other thread elements. Any component for providing linear motion between two points within the propulsion unit 230 may be included as one or more of the linear actuators 255-1, 255-2, 255-3 of the present disclosure.

The data processing system 280 includes one or more physical computer servers 282 with multiple databases 284 associated with it, as well as one or more computer processors 286 provided for any particular or general purpose. .. For example, the data processing system 280 of FIG. 2 emits, but is not limited to, information or data regarding a request for a force (eg, lift and / or thrust) during such mission or evaluation, or during such mission or evaluation. Receive, analyze, or receive information or data about one or more missions or assessments performed by, or scheduled to be performed by, aircraft 210, including sounds or noises that are expected to be emitted. Can be provided independently for the sole purpose of remembering. Alternatively, the data processing system 280 is configured to perform one or more other functions as well, to receive, analyze, or store instructions or other information or data to operate the aircraft 210. May be provided in connection with one or more physical or virtual services. The server 282 may be connected to, or otherwise communicate with, the database 284 and the processor 286. The database 284 includes, but is not limited to, information or data about the operation of the aircraft 210, such as information or data captured by one or more of the motion sensor 220 or the sound sensor 225, as well as the blade controller 240, linear actuator 255-. Information or data regarding the operation of 1, 255-2, 255-3, motor 260, or propeller 270 (these information or data correlates with information or data captured by one or more of the motion sensor 220 or sound sensor 225). , Or otherwise associated with them) and may store any kind of information or data.

Also, the server 282 and / or the computer processor 286 may connect to, or otherwise communicate with, network 290, as indicated by line 288, through transmission and reception of digital data. For example, the data processing system 280 may include information such as media files, such as media files, received, for example, from an aircraft 210 via network 290, from each other, or from one or more other external computer systems (not shown). Or it may include any facility, station, or location that has the capacity or capacity to receive and store data in one or more data stores. In some embodiments, the data processing system 280 may be provided in a physical location. In other such embodiments, the data processing system 280 may be provided in one or more alternative or virtual locations, such as a "cloud" based environment. In yet another embodiment, the data processing system 280 may be provided to be mounted on one or more aircraft, including, but not limited to, the aircraft 210.

The network 290 can be any wired network, wireless network, or a combination thereof, and may include the Internet in whole or in part. In addition, the network 290 can be a personal area network, a local area network, a wide area network, a cable network, a satellite network, a mobile phone network, or a combination thereof. For example, network 290 can also be a publicly accessible network of linked networks that may be operated by a variety of different parties such as the Internet. In some embodiments, the network 290 can be a private or semi-private network such as a corporate or university intranet. The network 290 may be one or more wireless networks such as a Global System for Mobile Communications (GSM) network, a code split multiple connection (CDMA) network, a long term evolution (LTE) network, or some other type of wireless network. Can include. Protocols and components for communicating over the network 290 and / or the Internet or any of the above-mentioned types of communication networks are well known to those skilled in the art of computer communication and are therefore described in more detail herein. No need to explain.

Computers, servers, devices and the like described herein are required electronic devices, software, memory, storage, databases, firmware, logic / state machines, microprocessors, communication links, displays or other visual or voice user interfaces. , A printing device, and any other input / output interface for providing any of the functions or services described herein and / or achieving the results described herein. Also, a person skilled in the art may interact with a computer, server, device, etc., or "select" an item, link, node, hub, or any other aspect of the present disclosure by a user of such computer, server, device, etc. You will recognize that you can operate a keyboard, keypad, mouse, stylus, touch screen, or other device (not shown), or method for this purpose.

Aircraft 210 or Data Processing System 280 uses any application or equipment enabled by the web, or Internet application or equipment, or any other client / server application or equipment, including email or other messaging techniques. Can connect to network 290 or communicate with each other via text messages from a short message service or, for example, a multimedia messaging service (SMS or MMS). For example, the aircraft 210 informs the data processing system 280 or any other computer device in the form of a synchronous or asynchronous message via network 290 in real time or near real time, or in one or more offline processes. Or it can be adapted to convey data. Those skilled in the art may say that the aircraft 210 or data processing system 280 is through network 290, including, but not limited to, set-top boxes, personal digital assistants, digital media players, web pads, laptop computers, desktop computers, ebook readers, and the like. You will recognize that you can communicate with any of the several computing devices that are capable of communicating. Protocols and components for providing communication between such devices are well known to those skilled in the art of computer communication and need not be described in more detail herein.

The data and / or computer-executable instructions, programs, firmware, software, etc. described herein (also referred to herein as "computer-executable" components) are within the computer or computer components. A computer or computer component, such as, for example, a processor 212 or a processor 284, or any other computer or control system, may be an aircraft 210 or a data processing system. A set of instructions utilized by 280 to cause a computer to perform all or part of the functions, services, and / or methods described herein upon execution by a computer (eg, a central processing unit, or "CPU"). Has. Such computer executable instructions, programs, software, etc. may be delivered using a drive mechanism, network interface, etc. associated with a computer-readable medium such as a floppy drive, CD-ROM drive, DVD-ROM drive, or via an external connection. It can be loaded into the memory of one or more computers.

Some embodiments of the systems and methods of the present disclosure may also be instructions (compressed form or) that may be used to program a computer (or other electronic device) to perform the processes or methods described herein. It may be provided as a computer executable program product including a non-temporary machine-readable storage medium having an uncompressed version) stored. The machine-readable storage media of the present disclosure are, but are not limited to, hard drives, floppy disks, optical discs, CD-ROMs, DVDs, ROMs, RAMs, erasable programmable ROMs (“EPROMs”), and electrically erasable programmable ROMs (“EPROMs”). May include EEPROM "), flash memory, magnetic or optical cards, solid state memory devices, or other types of media / machine readable media that may be suitable for storing electronic instructions. Further, embodiments may also be provided as computer executable program products that include temporary machine-readable signals (compressed or uncompressed). Examples of machine-readable signals include, but are not limited to, signals that may be configured to be accessed by a computer system or machine that hosts or launches a computer program, whether or not it is modulated using a carrier wave. Or it may include a signal that can be downloaded via the Internet or other networks.

One or more propulsion units of the present disclosure may be configured to generate a force selected based on a plurality of variables associated with the motor or propeller provided to it. For example, as discussed above, the vector associated with the force generated by the propulsion unit (eg, the magnitude of the force and the direction of the force) is the motor speed, gimbal angle, blade pitch angle, and / or blade. Each of them can be selected on the basis of at least one or more of the shapes (each of which can be modified during or before the operation of the propulsion unit). Referring to FIG. 3, a portion of an embodiment of the aircraft 310 of the present disclosure is shown. Unless otherwise noted, the reference number preceded by the number "3" shown in FIG. 3 is preceded by the number "2" shown in FIG. 2 or FIGS. 1A-. The number "1" shown on the 1st floor indicates a component or equipment similar to the component or equipment having a reference number preceded by the reference number.

As shown in FIG. 3, a portion of the aircraft 310 includes a propulsion unit 330 with a plurality of adjustable plate supports 350, a motor 360, and a propeller 370. The motor 360 is provided inside the housing of the propulsion unit 330 and is coupled to the propeller 370 via a drive shaft. The propeller 370 is provided outside the housing of the propulsion unit 330 in which the motor 360 is provided and includes a plurality of blades, each of which is, for example, by a rotatable link mechanism (not shown) into a variable pitch hub 380. Be combined. The three adjustable plate supports 350 are joined to the plate support 382 at three points and, if necessary, the planar angle of the plate element 382 (and thus the gimbal angle of the propulsion unit 330) or the pitch of the blades of the propeller 370. Either of the corners, or both the gimbal angle of the propulsion unit 330 and the pitch angle of the blades of the propeller 370 may be extended or retracted to vary.

According to the present disclosure, the force F is generated by the propulsion unit 330 on the basis of many elements, many of which may be automatically and / or selectively selected and / or varied according to the present disclosure. For example, the magnitude and direction of the force F may depend on the angular velocity ω of the motor 360 and / or the propeller 370, the angular velocity being defined based on the operating speed of the motor 360. In addition, the magnitude and / or direction of the force F may also depend on the gimbal angle Φ of the propulsion unit 330, which gimbal angle is at least partially dependent on the angular orientation of the axis of the shaft 365 around which the propeller 370 rotates. It can be defined based on and itself can be defined based on the angular orientation of the plate element 382. The magnitude and / or direction of the force F may further depend on the blade pitch angle θ of the propeller 370, which blade pitch angle may be defined based on the relative distance between the variable pitch hub 380 and the plate element 382. .. The magnitude and / or direction of the force F may also depend on the shape and / or dimensions of the blade of the propeller 370 (eg, the dimensions of the surface or back of the blade), as the shape and / or dimensions thereof, eg, The length l or width w of the blade and the shape or contour of the leading edge, trailing edge, or any accessory extending from the blade can be mentioned. In some embodiments, the magnitude and / or direction of the force F may depend on whether the propeller 370 is balanced or unbalanced.

The force generated by the propulsion unit 330, such as the force F, can be represented by a vector having one or more components or orientations in three-dimensional space. As shown in FIG. 3, the force F can be represented in spherical coordinates along each axis or dimension with the X, Y, and Z components and with the gimbal angle Φ from the normal. Therefore, the vector corresponding to the force F is proportional to its magnitude, and the angle Φ of the vector corresponding to the force is associated with that direction. The various X, Y, and Z components indicate the magnitude of the force along each of the axes or in each of the three dimensions. When an aircraft such as the aircraft 110 of FIGS. 1A-1F includes one or more propulsion units, the effect of the forces generated by each of the propulsion units results in the resultant force applied to the aircraft. For example, the magnitude of the resultant force supplied to an aircraft with multiple propulsion units of the present disclosure can be determined based on the sum of the forces generated by the propulsion units in each of the X, Y, and Z directions, and the resultant force. The direction of can be determined based on the sum of the forces concerned and according to the Pythagorean theorem.

Accordingly, each of the forces generated by each of the propulsion units provided to the aircraft in accordance with the present disclosure is the angular velocity (angular velocity) of each motor, the gimbal angle of the propulsion unit, or the pitch of the propeller blades of such propulsion unit. Determined as a function of angle and shape or dimensions, the aircraft may achieve the desired resultant force by controlling the pitch angle and shape of the respective motors, gimbal angles, and blades of each propulsion unit. Further, in some embodiments, the gimbal angle and blade pitch angle are embodied using one or more linear actuators such as those provided within the adjustable plate support 350 of FIG. 3 or which may be associated with it. Can be selected and controlled. In this regard, given force is provided by the propulsion unit because motor speed, gimbal angle, blade pitch angle, and blade shape can contribute to the sound produced by the propulsion unit during operation in different ways. The mode produced can also vary to vary the sound produced by the propulsion unit during operation.

As discussed above, according to the present disclosure, a blade may have a pitch angle of such blades such as one or more of the plate elements 182-4 and linear actuators 155-4 shown in FIGS. 1B, 1C, or 1F. The common elements of can be joined to the propeller in any manner that allows it to be manipulated during operation. With reference to FIGS. 4A-4F, a diagram of an embodiment of an aircraft according to an embodiment of the present disclosure is shown. Except as otherwise noted, the reference number preceded by the number "4" shown in FIGS. 4A-4F is preceded by the number "3" shown in FIG. 2, FIG. A component or equipment similar to the component or equipment with a reference number, preceded by the number "2" shown in, or preceded by the number "1" shown in FIGS. 1A-1F. show.

FIG. 4A shows an exploded view of the portions of the plurality of plate supports 450, the propeller 470, and the variable pitch hub 480. FIG. 4B shows an exploded view of the plate support portion 450, the propeller 470, and the variable pitch hub 480 portion of FIG. 4A in the assembly method. FIG. 4C shows a cross-sectional view of the plate support portion 450, the propeller 470, and the variable pitch hub 480 of FIG. 4A in the assembly method. As shown in FIGS. 4A, 4B, and 4C, each of the plate supports 450 includes a shaft 452, a pivotable connector 454 (eg, splicing connection), and a linear actuator 455, each of which includes a pivotable connector. It is joined by 454 to one corner of the triangular plate element 482. Each of the plate supports 450 may also be mounted on a base or other surface inside a housing (not shown). Each of the linear actuators 455 is configured to vary the length of each plate support 450, thereby raising or lowering each corner of the plate element 482 and correspondingly the plane of the plate element 482. The angle and / or one or more pitch angles of the blade 472 can be varied.

Also, as shown in FIGS. 4A, 4B, and 4C, the propeller 470 includes a plurality of blades 472 joined to the housing 484 of the variable pitch hub 480. Each of the blades 472 includes a pivotable root 474 that can be inserted into a variable pitch mechanism 475 provided within the housing 484 of the variable pitch hub 480. In some embodiments, the variable pitch mechanism 475 is configured to pivot the blade 472 to a predetermined degree by its root 474 in response to relative movement between the plate element 482 and the housing 484. ing.

Also, as shown in FIGS. 4A, 4B, and 4C, the shaft 468 slidably extends within the plate element 482 through the neck hole 485 and fasteners 487 (eg, bolts, screws, clips, cotter pins). , Rivets, or shafts 468 are joined to the variable pitch hub 480 by any other type or form of fastener that may be joined to the variable pitch hub 480. Since the neck hole 485 is substantially perpendicular to the plate element 482, the plate element 482 moves in a relative fashion along the shaft 468 to vary the distance of the plate element 482 to the housing 484 of the variable pitch hub 480. Accordingly, the variable pitch mechanism 475 may pivot the blade 472 by its respective root 474.

Thus, when the relative position of the plate element 482 changes with respect to the variable pitch hub 480, for example by extending or retracting one or more plate supports 450 coupled to the plate element 482, each of the blades 472 , Rotated about an axis defined by the pivotable root 474, thereby varying the pitch angle of the blade 472. For example, as shown in FIG. 4C, when the variable pitch hub 480 is at a first height Δh _D with respect to the plate element 482, the blade 472 is pivoted about an axis defined by its respective root 474. It is moved, thereby imparting a positive pitch angle θ _D to the blade 472 in an amount proportional to the first height Δh _D of the variable pitch hub 480 with respect to the plate element 482.

As shown in FIG. 4E, when the variable pitch hub 480 is at a second height Δh _E with respect to the plate element 482, the blade 472 has a second pitch angle θ _E (eg, a neutral pitch angle, or θ _E =. It is provided at 0 °). As shown in FIG. 4F, when the variable pitch hub 480 is at a third height Δh _F with respect to the plate element 482, the blade 472 is provided at a third angle θ _F , eg, a negative pitch angle. θ _F is imparted to the blade 472 in an amount proportional to the third height Δh _F of the variable pitch hub 480 relative to the plate element 482.

As discussed above, according to the present disclosure, the pitch angle of the propeller blades can vary and of the propeller, using common elements that can be operated using one or more linear actuators or similar components. The gimbal angle can be defined. In some embodiments, changes in the relative position and / or relative orientation of such elements change either the blade pitch angle as discussed above with respect to FIGS. 4D-4F, or the propeller gimbal angle. , Or both the pitch angle of the blade and the gimbal angle of the propeller can vary.

With reference to FIGS. 5A-5D, diagrams of embodiments of the propulsion unit according to the embodiments of the present disclosure are shown. Unless otherwise noted, the reference numbers preceded by the numbers "5" shown in FIGS. 5A-5D are preceded by the number "4" shown in FIGS. 4A-4F. , The number "3" shown in FIG. 3 is prepended, the number "2" shown in FIG. 2 is prepended, or the number "1" shown in FIGS. 1A-1F is prepended. Indicates a component or equipment similar to the component or equipment with a reference number.

As shown in FIG. 5A, the plate element 582, which has a neck hole 585 extending substantially vertically to pass through it, is attached to a plurality of plate supports 550-1, 550-2, 550-3. Be combined. Plate supports 550-1, 550-2, 550-3, respectively, are linear with shafts 552-1, 552-2, 552-3 and pivotable connectors 554-1, 554-2, 554-3. Includes actuators 555-1, 555-2, 555-3, which are configured to extend or retract to vary the position and / or orientation of the plate element 582. If the plate element 582 is associated with a rotating component of a propeller (not shown) such as the variable pitch hub 480 of FIGS. 4A-4F, the plate element using plate supports 550-1, 550-2, 550-3. Changing the relative position of the 582 can change the pitch angle of the blades mounted on the propeller, while using the plate supports 550-1, 550-2, 550-3 to change the orientation angle of the plate element 582. When changed, the gimbal angle of the propeller can be changed. Therefore, the plate supports 550-1, 550-2, 550-3 can be appropriately used to vary both the magnitude of the force generated by the propeller and the direction of the force generated by the propeller.

For example, as shown in FIG. 5B, the blade pitch angle changes by moving each of the linear actuators 555-1, 555-2, 555-3 together in equal amounts and in a common direction. Allows the relative position of the corresponding portion of the plate element 582 to be raised or lowered and the gimbal angle Φ ₁ of the propeller (not shown) provided to it to be maintained at about 0 degrees or normal. If the direction of the force generated by the propeller (defined by the gimbal angle of the propeller) fluctuates, the linear actuators 555-1, 555-2, 555-3 to vary the angular orientation of the plate element 580. They can operate separately and only in different quantities and / or in different directions. Propellers provided with positive gimbal angles Φ2, Φ3 when linear actuators _555-1 , _555-2 , 555-3 are extended or retracted to different degrees, as shown in FIGS. 5C and 5D. (Not shown), thereby varying the direction of the force (eg, lift and / or thrust) generated by the propeller in a manner consistent with variations in gimbal angles _Φ2 , _Φ3 .

Thus, if a force of a given magnitude and / or direction is requested from the propulsion unit, the magnitude of the force can be defined by adjusting the pitch angle of the propeller blades and the direction of the force is multiple linear. It can be defined by adjusting the gimbal angle of the propulsion unit or propeller using a common system such as plate elements coupled to the actuator and associated with a variable pitch hub. The linear actuator may be configured to adjust the pitch angle of the propeller blades by extending or retracting to a normal degree and substantially simultaneously. Linear actuators can also be configured to adjust the gimbal angle of the propulsion unit or propeller by extending or retracting to different degrees and at different times. In some embodiments, the three linear actuators are a plate element or similar equipment associated with a motor and / or propeller, consistent with a geometric auxiliary theorem in which any plane can be defined by three points in space. Can be combined with. Therefore, the plane of the plate element can be selected by adjusting the position of the three points where the linear actuator is joined to the plate element. In other embodiments, four or more linear actuators may be provided to adjust the angle of the plate element. In yet another embodiment, less than three linear actuators may be provided. In addition, one of ordinary skill in the art will be provided with one or more plate elements, according to the present disclosure, around the perimeter of the plate element, such as those shown in FIGS. 5A-5D, or elsewhere on the plate element. You will recognize that it can be operated using the linear actuators of.

As discussed above, and as will be recognized by those of skill in the art in light of the present disclosure, the level of force generated by the propeller can vary in any number of other ways. For example, the speed or speed of the angle of the motor coupled to the propeller can increase or decrease, and the force generated by the rotating propeller corresponds, for example, as a function of the speed or speed of the angle. Can increase or decrease as much as possible. Similarly, in addition to the blade pitch, one or more aspects of the blade and its physical structure can vary from time to time.

With reference to FIGS. 6A and 6B, diagrams of embodiments of the propulsion unit according to the embodiments of the present disclosure are shown. Unless otherwise noted, the reference numbers preceded by the numbers "6" shown in FIGS. 6A and 6B are preceded by the number "5" shown in FIGS. 5A-5D. , The number "4" shown in FIGS. 4A-4F is prepended, the number "3" shown in FIG. 3 is prepended, and the number "2" shown in FIG. 2 is prepended. Or, a component or equipment similar to the component or equipment having a reference number, preceded by the number "1" shown in FIGS. 1A-1F.

As shown in FIGS. 6A and 6B, the propulsion unit 615 includes a propeller 670 with a pair of blade roots 672, each of the blade roots 672 joined to the hub 680 at the proximal end and at the distal end. Joined to a blade tip 674 that may recede or otherwise fluctuate with respect to the blade root 672. The propulsion unit 615 may further include some additional components within its housing, the additional components of which are shown in FIGS. 3, 4A-4F, or 5A-5D, without limitation. The propeller 670 is desired to align the propeller 670 at the desired gimbal angle and / or change the pitch angle of one or more of the blades 672, including one or more of the additional components, or similar components. It may include one or more motors, drive shafts, bearings, linear actuators, controllers, or other components for rotating at an angular velocity.

The blade tip 674 may be configured to rotate about a tangential axis defined by a hinge connection to a radial axis defined by the blade root 672. Also, as further shown in FIG. 6A, each of the blade tips 674 is aligned along a radial axis defined by each one of the blade roots 672. Each of the blade tips 674 and each of the blade roots 672 defines an airfoil shape for generating lift as the propeller 670 rotates about an axis defined by the hub 680, and in some embodiments, It may include a round leading edge or a point trailing edge, which may include an upper or lower surface with a symmetrical or asymmetric shape or cross-sectional area. The airfoil shape defined by the blade root 672 and the blade tip 674, as well as the pitch angle at which the blade root 672 is mounted on the hub 680, are selected based on the amount of lift and / or thrust provided by the propeller 670. obtain. Further, the propeller 670 may be configured to rotate the blade tip 674 with respect to the axis defined by the blade root 672, either statically or dynamically, during operation. As shown in FIG. 6A, the blade tip 674 rotates vertically upward with respect to the blade root 672 by an adjustable cant angle that can be limited solely by the constraints resulting from the structure of the propeller 670.

For example, the blade tip 674 may be at any time or according to a predetermined schedule (eg, at least partially based on a migration plan involving movements from origin to destination, optionally via one or more intervening intermediate points). Alternatively, dynamic attributes such as perceived operating characteristics (eg, altitude, course, speed, ascending or descending speed, turning speed, acceleration, traction position, fuel level, battery level, or radiation noise, or of a structure or frame. In response to dimensions, some propellers or motors, physical attributes such as the operating speed of such motors, or environmental conditions (eg, temperature, pressure, humidity, wind speed, wind direction, week when the aircraft is operating). It may rotate relative to the blade root 672 in response to a time, cloud volume, sunshine, or surface condition or characteristic measurement during one or several days of the month, or year.

In addition, the blade tip 674 can rotate relative to the blade root 672 in any manner or by any means and to any extent with respect to the orientation and configuration defined by the blade root 672. For example, one or more of the blade roots 672 have one or more mechanical operations inside the airfoil of the blade roots 672 configured to position the blade tip 674 at the selected cant angle with respect to the blade roots 672. Can include children. For example, in some embodiments, the propeller 670 may include a gear and cam assembly that rotates based on the rotation of a drive shaft (not shown), and a follower or push rod may optionally have a different cant angle at the blade tip 674. Brings up to rotate around the hinge connection. In some other embodiments, the propeller 670 optionally has a cable connected to one or more of the blade tips 674 to rotate the blade tip 674 around the hinge to different cant angles. , May include a cable driven tensile assembly that extends or retracts against centrifugal forces acting on the blade tip 674. Those skilled in the art will use the propellers of the present disclosure, including, but not limited to, the propellers 670 of FIGS. 6A and 6B, to vary the cant angle with respect to the blade root 672, or otherwise geometry the propellers in accordance with the present disclosure. Recognize that any other mechanical system or operator and / or electrical system or operator (eg, inside the airfoil of the blade root 672 or blade tip 674) may be included for geometric reconstruction. Will. Such systems or controls may include one or more blade controllers that may be controlled by one or more computer processors residing on board an aircraft, or at a remote station or location (eg, in a cloud-based environment). Can be used and controlled automatically.

In addition, in some embodiments, the blade tip 674 is, as an alternative, provided with one or more urging elements for pushing the blade tip 674 to a predetermined cant angle against the corresponding one of the blade root 672. Can be provided. The blade tip 674 and / or the blade root 672 is solid or substantially solid and can be formed from one or more homogeneous or heterogeneous materials. Alternatively, the blade tip 674 and / or the blade root 672 is substantially hollow (eg, each has a solid outer shell defining an airfoil having a cavity in it), and the shape of each airfoil. There is one or more internal supports or structural features to maintain. For example, the propeller 670 or part thereof may be formed from a sturdy frame of stainless steel, carbon fiber, or other similar lightweight rigid body material and reinforced with radial aligned fiber tubes or fiber struts. Utilizing a propeller 670 having a substantially hollow cross section thereby reducing the mass of the propeller 670 and varying the cant angle of the blade tip 674 with respect to the blade root 672, and one or more other control systems. Allows wiring, cables, mechanical or electrical controls (eg, one or more components) to communicate with a component or equipment. Some other mechanical or electrical controls that may be utilized in accordance with the present disclosure include, but are not limited to, gearboxes, worm gears, servo control arms. For example, mechanical or electrical equipment similar to equipment commonly used to change the angle of a control surface, such as flaps, rudders, or ailerons, is incorporated into the blade tip 674 and changes the tilt with respect to the blade root 672. Can be used for. The propeller 670 or parts thereof are further filled with foam or other filler and reinforced with walls or other supports to resist moisture, erosion, or the adverse effects of any other element. Can be covered with a flexible outer shell.

In addition to varying the cant angle of the blade tip relative to the blade root, one of ordinary skill in the art will recognize that the blade shape or contour can vary in any number of other ways. With reference to FIGS. 7A and 7B, diagrams of embodiments of the propulsion unit according to the embodiments of the present disclosure are shown. Unless otherwise noted, the reference number preceded by the number "7" shown in FIGS. 7A and 7B is preceded by the number "6" shown in FIGS. 6A and 6B. , The number "5" shown in FIGS. 5A-5D is preceded, the number "4" shown in FIGS. 4A-4F is preceded, and the number "3" shown in FIG. 3 is preceded. With a reference numbered component or equipment prefixed with the number "2" shown in FIG. 2 or preceded by the number "1" shown in FIGS. 1A-1F. Show similar configuration equipment or features.

As shown in FIGS. 7A and 7B, the propeller 770 includes a pair of propeller blades 772 mounted around the hub 780. Each of the blades 772 may include an adjustable blade trailing edge 774 mounted at an angle that can be modified during operation. For example, as shown in FIG. 7A, the trailing edge edge 774 of the blade may be substantially co-aligned with the blade 772, for example, within the common plane of the blade 772. As shown in FIG. 7B, however, the blade trailing edge 774 rotates about the hinge connection and is approximately 90 degrees (90) with respect to the blade 772 by one or more mechanical or electrical controls (not shown). Can be aligned at °).

With reference to FIGS. 8A and 8B, diagrams of embodiments of the propulsion unit according to the embodiments of the present disclosure are shown. Unless otherwise noted, the reference number preceded by the number "8" shown in FIGS. 8A and 8B is preceded by the number "7" shown in FIGS. 7A and 7B. , The number "6" shown in FIGS. 6A and 6B, preceded by the number "5" shown in FIGS. 5A-5D, and the number "4" shown in FIGS. 4A-4F. Is prepended, the number "3" shown in FIG. 3 is prepended, the number "2" shown in FIG. 2 is prepended, or the numbers shown in FIGS. 1A-1F. Indicates a component or equipment similar to the component or equipment having a reference number, prefixed with "1".

As shown in FIGS. 8A and 8B, the propeller 870 includes three reconfigurable propeller blades 872 mounted around the hub 880. Each of the blades 872 includes an adjustable blade camber 874 provided with a width that can be modified during operation. For example, as shown in FIG. 8A, the camber 874 is shown to extend sufficiently to the maximum width of the blade 872. As shown in FIG. 8B, however, the camber 874 retracts sufficiently inside the blade 872 to a minimum width.

Those skilled in the art can, but are not limited to, the shape and / or outer shape of the blade, as shown in FIGS. 6A, 6B, 7A, 7B, 8A, 8B, etc. / Or can vary in any manner according to the present disclosure, including varying blade widths or other dimensions, or in any other manner, and the propulsion unit of the present disclosure is shown in FIG. 6A, FIG. You will recognize that you are not limited to the embodiments of propellers 670, 770, 870 shown in 6B, FIG. 7A, FIG. 7B, FIG. 8A, or FIG. 8B.

As discussed above, various aspects of the propulsion unit of the present disclosure are such that sounds (eg, sound pressure levels and / or frequency spectra) emitted to or during operation to generate a particular force from it. ) Can operate independently in any number of ways. For example, if a particular position, speed and / or acceleration is desired or required during operation of an aircraft with multiple propulsion units of the present disclosure, motor speed, gimbal angle, blade pitch angle, and / or blade geometry. Each of the above can be selectively adjusted to generate a resultant force to reach the desired or required position, or to achieve the desired or required velocity or acceleration. In addition, the resultant force to reach the desired or required position, or to achieve the desired or required speed or acceleration, by selectively adjusting the motor speed, gimbal angle, blade pitch angle, and / or blade shape. Can be produced whilst emitting sound with any number of different characteristics or features.

Referring to FIGS. 9A-9D, a diagram of an aspect of an aircraft having one or more embodiments of a propulsion unit according to an embodiment of the present disclosure is shown. Unless otherwise noted, the reference numbers preceded by the numbers "9" shown in FIGS. 9A-9D are preceded by the number "8" shown in FIGS. 8A and 8B. , The number "7" shown in FIGS. 7A and 7B, preceded by the number "6" shown in FIGS. 6A and 6B, and the number "5" shown in FIGS. 5A-5D. The number "4" shown in FIGS. 4A-4F is preceded by the number "3" shown in FIG. 3, and the number "3" shown in FIG. 3 is preceded by the number "4" shown in FIG. 2 ”indicates a component or equipment similar to the component or equipment having a reference number, preceded by, or preceded by the number“ 1 ”shown in FIGS. 1A-1F.

As shown in FIG. 9A, the aircraft 910 includes four propulsion units 930-1, 930-2, 930-3, 930-4 in operation. The propulsion units 930-1, 930-2, 930-3, and 930-4 each have a force that reacts to the weight w ₉₁₀ of the aircraft 910, F _1-1 , F _2-1 , F _3-1 and F _4-1 . Is being generated. Propulsion units 930-1, 930-2, 930-3, 930-4, respectively, motor assemblies 960-1, 960-2, 960-3, 960-4 and their respective units inside the housing of the propulsion unit. One or more actuators and components for controlling the operation of 930-1, 930-2, 930-3, 930-4 and propellers 970-1, 970-2, 970 provided outside the housing. -3, 970-4 and so on. The motor assemblies 960-1, 960-2, 960-3, 960-4 and propellers 970-1, 970-2, 970-3, 970-4 of the present disclosure have forces F _1-1 , F _2-1 . It can work to generate both the size and orientation of F _3-1 and F _4-1 .

For example, as shown in FIG. 9A, the propulsion unit 930-1 has a gimbal angle of Φ _1-1 at a speed of 2100 rpm and a gimbal angle of 0 degrees (0 °) (that is, a right angle). The blades of propeller 970-1 operate with the motor assembly 960-1 at a pitch angle of 15 degrees (15 °). Each of the linear actuators (not shown) inside the propulsion unit 930-1 extends equidistant by 1.2 mm (mm), which determines both the gimbal angle and the pitch angle. As a result of operating the propulsion unit 930-1 at a speed defined by the motor assembly 960-1 and at a gimbal angle and pitch angle defined by a linear actuator (not shown), a value of 10 pound force (10 lbf). The force F _1-1 to have is generated in the direction of the gimbal angle Φ _1-1 . Sound N _1-1 with a sound pressure level of 82 decibels (82 dB) is emitted from the propulsion unit 930-1.

Also, as shown in FIG. 9A, the propulsion units 930-2, 930-3, 930-4 are motor assemblies 960-2, 960- with speeds of 2200, 2225, and 2500 rpm, respectively. At gimbal angles Φ _2-1 , Φ _3-1 and Φ _4-1 with 3 and 960-4 and at 32 degrees (32 °), 12 degrees (12 °) and 5 degrees (5 °), respectively. It works with the blades of propellers 970-2, 970-3, and 970-4 with pitch angles of 25 degrees (25 °), 10 degrees (10 °), and 10 degrees (10 °), respectively. The linear actuators of the propulsion unit 930-2 extend to distances of 1.9, 1.0, and 0.9 mm (mm), respectively. The linear actuators of the propulsion unit 930-3 extend to distances of 1.1, 1.2, and 1.2 mm (mm), respectively. The linear actuators of the propulsion unit 930-4 extend to distances of 1.1, 1.3, and 1.2 mm, respectively. The gimbal angles of the propulsion units 930-2, 930-3, 930-4 are _Φ2-1 , _Φ3-1 , Φ, depending on the distance that the linear actuators of the propulsion units 930-2, 930-3, 930-4 extend. Both _4-1 and the pitch angle of the blades of the propellers 970-2, 970-3, 970-4 are determined. Therefore, the gimbal angles _Φ2-1 , Φ3-1, Φ4-1 and defined by the linear actuator (not shown) at the speed defined by the motor assemblies 960-2, _960-3 , _960-4 and Force F with values of 14 pound force (14 lbf), 8 pound force (8 lbf), and 9 pound force (9 lbf) as a result of operating propulsion units 930-2, 930-3, 930-4 at pitch angle. _2-1 and F _3-1 and F _4-1 are generated in the directions of gimbal angles Φ _2-1 and Φ _3-1 and Φ _4-1 respectively. Sounds _N2-1 , N3-1, and _N4-1 at sound pressure levels of 84 dB (84 dB), 89 dB (89 dB), and 98 dB (98 dB) are the propulsion units 930-2, _930- , respectively. It is emitted from each of 3, 930-4.

As shown in FIG. 9B, the operation of the propulsion units 930-1, 930-2, 930-3, 930-4 in the mode shown in FIG. 9A makes the aircraft 910, as shown in FIG. 9A, the aircraft 910. Forces of F _1-1 , F _2-1 , F _3-1 and F _4-1 and the magnitude and direction determined based at least in part on the net effect of the weight w ₉₁₀ of the aircraft 910. Can be moved at speed _v1 . The operation of the propulsion units 930-1, 930-2, 930-3, 930-4 as shown in FIG. 9B further radiates the aircraft 910 with a net sound NTOT _-1 .

Also, as discussed above, if it is desired to change the position, speed, and / or acceleration of the aircraft 910, the propulsion units 930-1, 930-2, 930-3, 930-4 , The aircraft 910 may operate independently or together to generate a resultant force of the aircraft 910 that can move the aircraft 910 to different positions at different speeds or depending on different accelerations. As shown in FIG. 9C, separate forces F _1-2 , F _2-2 , F _3-2 , F _4-2 are coming from propulsion units 930-1, 930-2, 930-3, 930-4. If desired or required, each aspect of the propulsion units 930-1, 930-2, 930-3, 930-4 (eg, motor speed, gimbal angle, blade pitch angle, and / or blade shape) is propulsion. Forces from units 930-1, 930-2, 930-3, 930-4 can be manipulated to enable the demands of forces F _1-2 , F _2-2 , F _3-2 , F _4-2 .

For example, referring to FIG. 9C, the propulsion unit 930-1 has a gimbal angle of Φ _1-1 at a speed of 2359 rpm and a gimbal angle of 50 degrees (50 °), and the blade of the propeller 970-1. It works with the motor assembly 960-1 at a pitch angle of 22.5 degrees (22.5 °). Two of the linear actuators (not shown) inside the propulsion unit 930-1 extend at a distance of 1.7 mm (mm), while one of the actuators extends at a distance of 0.6 mm (mm). The actuator determines both the gimbal angle and the pitch angle. As a result of operating the propulsion unit 930-1 at a speed defined by the motor assembly 960-1 and at a gimbal angle and pitch angle defined by a linear actuator (not shown), 8.5 pound force (8.5 lbf). The force F _1-2 having the value of) is generated in the direction of the gimbal angle Φ _1-2 . Sound N _1-2 with a sound pressure level of 91 decibels (91 dB) is emitted from the propulsion unit 930-1.

Also, as shown in FIG. 9C, the propulsion units 930-2, 930-3, 930-4 are motor assemblies 960-2, 960- with speeds of 1900, 2600, and 1950 rpm, respectively. At gimbal angles Φ _2-2 , Φ _3-2 , and Φ _4-2 with 3 and 960-4 and at 21 degrees (21 °), 18 degrees (18 °), and 0 degrees (0 °), respectively. It works with the blades of propellers 970-2, 970-3 and 970-4 with pitch angles of 15 degrees (15 °), 10 degrees (10 °) and 20 degrees (20 °), respectively. The linear actuators of the propulsion unit 930-2 extend to distances of 1.1, 1.5, and 1.3 mm (mm), respectively. The linear actuators of the propulsion unit 930-3 extend to distances of 1.0, 1.0, and 1.0 mm (mm), respectively. The linear actuators of the propulsion unit 930-4 extend to distances of 1.3, 1.2, and 1.4 mm, respectively. The gimbal angles of the propulsion units 930-2, 930-3, 930-4 are Φ _2-2 , Φ _3-2 , Φ, depending on the distance that the linear actuators of the propulsion units 930-2, 930-3, 930-4 extend. Both _4-2 and the pitch angle of the blades of the propellers 970-2, 970-3, 970-4 are determined. Therefore, the gimbal angles Φ _2-2 , Φ _3-2 , Φ _4-2 and defined by the linear actuator (not shown) at the speed defined by the motor assemblies 960-2, 960-3, 960-4 and Force F with values of 9-pound force (9lbf), 13-pound force (13lbf), and 11-pound force (11lbf) as a result of operating propulsion units 930-2, 930-3, 930-4 at pitch angles. _2-2 , F _3-2 and F _4-2 are generated in the directions of gimbal angles Φ _2-2 , Φ _3-2 and Φ _4-2 , respectively. Sounds N _2-2 , N _3-2 , N _4-2 at sound pressures of 77 decibels (77 dB), 95 decibels (95 dB), and 78 decibels (78 dB) are propulsion units 930-2, 930-3, respectively. , 930-4, respectively.

As shown in FIG. 9D, the operation of the propulsion units 930-1, 930-2, 930-3, 930-4 in the mode shown in FIG. 9C makes the aircraft 910, as shown in FIG. 9C, the aircraft 910. Forces F _1-2 , F _2-2 , F _3-2 , F _4-2 , and the magnitude and direction determined based at least in part on the net effect of the weight w ₉₁₀ of the aircraft 910. Can be moved at speed _v2 . The operation of propulsion units 930-1, 930-2, 930-3, 930-4 as shown in FIG. 9C further radiates the aircraft 910 with a net sound NTOT _-2 .

Accordingly, one skilled in the art may use a propulsion unit with an independently adjustable embodiment for an aircraft, such as the aircraft 910 of FIGS. 9A-9D, that the aircraft may have a magnitude of force (eg, lift and / or thrust) or. It will be recognized that it is possible to selectively define not only the direction, but also the aspect of the particular sound produced by it (eg, the sound pressure level and / or the frequency spectrum). For example, again with reference to the aircraft 910 of FIGS. 9A-9D, each aspect of the propulsion units 930-1, 930-2, 930-3, 930-4 (eg, motor speed, gimbal angle, blade pitch angle). , And / or the blade shape) can be manipulated to keep the magnitude and direction of the forces generated by those propulsion units constant while varying the sound pressure level and frequency spectrum emitted during operation. In some embodiments, the sound emitted by the aircraft can be monitored, and if such sound approaches or exceeds one or more thresholds, the sound is propulsion unit 930-1, 930-2, 930-. 3. Can vary by individually adjusting one or more aspects of 930-4.

As discussed above, embodiments of the propulsion units of the present disclosure may be independently manipulated to generate a force by which such force is net to the aircraft equipped with such propulsion unit. Can have an impact. Thus, individual embodiments of such propulsion units may be individually selected to generate specific forces from each of such propulsion units, which, when integrated, impart the desired resultant force to the aircraft as a whole. In some other embodiments, such embodiments are individually selected as part of the overall sound management strategy, eg, sound pressure levels radiated individually from the propulsion unit or by the aircraft as a whole during operation and. / Or the frequency spectrum may be limited or limited.

Referring to FIG. 10, a flow chart 1000 of one process for operating an aircraft with one or more embodiments of propulsion units according to the present disclosure is shown. Box 1010 determines the desired thrust vector for the aircraft propulsion unit. For example, the desired thrust vector may be selected to move the aircraft to a particular point, at a desired speed, or depending on a particular acceleration. The desired thrust vector can also be one or more operating limits (eg, speed, altitude, sound or noise level, maneuverability, fuel efficiency, and / or battery life) or environmental conditions (eg, bad weather conditions, or aviation). Can be selected based on traffic or ground traffic). In some embodiments, the desired thrust vector for the propulsion unit is selected together with the desired thrust vector for one or more other propulsion units provided to the aircraft.

Box 1020 identifies noise limits associated with the operation of the aircraft and / or propulsion unit in an environment. For example, noise limits can identify clearly set limits on the sound pressure level (or intensity) or frequency spectrum that can be emitted from an aircraft or propulsion unit. Alternatively, noise limits may be, for example, general limits based on the safe hearing standards of humans or other animals in one environment, or, for example, sleeping in an environment with humans or other animals. It can be a time-based limit, such as the operation of the machine as expected. In the box 1030, the operating characteristics (eg, motor speed, propeller blade pitch, gimbal angle, and / or blade shape) required for the propulsion unit to achieve the thrust vector and satisfy the noise limit are selected. For example, as discussed above, a given force (eg, magnitude and direction) may be provided by the propulsion unit in accordance with the present disclosure in any combination of any number of operating characteristics. For example, the same thrust may be provided when the propeller rotates at a first speed and at a first blade pitch angle, or at a second speed and at a second blade pitch angle. The propulsion unit may then operate in many combinations of embodiments for obtaining the same force, each of which the propulsion unit emits sound at different sound pressure levels or within different frequency spectra. I can let you. Therefore, a combination of operating characteristics of the propulsion unit may be selected that causes the propulsion unit to generate the desired thrust vector and emit a sound that satisfies the noise limit.

In box 1040, the motor operates at the motor speed selected in box 1030. For example, in some embodiments, one or more signals may be provided for electronic velocity control (or ESC) to control the angular velocity of the motor provided to be associated with the propulsion unit. In Box 1050, one or more linear actuators operate to install the propeller blades associated with the propulsion unit at the pitch angle selected in Box 1030, and in Box 1060, one or more linear actuators are in the box. It operates to install the propeller at the gimbal angle selected at 1030. For example, according to some embodiments of the present disclosure, such as the propulsion unit 130-4 shown in FIGS. 1B, 1C, and 1F or the propulsion unit 330 shown in FIG. 3, the linear actuator is a relative position of the plate element or. Separately, simultaneously, and to a normal degree, to change the relative orientation and to impart the desired gimbal angle to the propeller, or to impart the desired pitch angle to one or more blades of the propeller. Or it can work to a different extent. In box 1070, the blade controller operates to implement the blade shape selected in box 1030 and the process ends. The blade controller changes the shape or dimensions of one or more of the propellers provided to be associated with the propulsion unit in the same or different manner, thereby balancing or unbalancing the propellers as desired. Can be made to.

Thus, if a force is requested or required by the propulsion unit in accordance with the present disclosure, the force is by varying one or more aspects of the propulsion unit, such as motor speed, gimbal angle, blade pitch angle, or blade shape. It can be selectively generated depending on the operating ability of the propulsion unit. Further, if a different thrust vector is desired after the desired magnitude and direction of thrust has been obtained according to the process shown in Flowchart 1000 of FIG. 10, one or more aspects of the propulsion unit will be with the desired thrust vector. It can be modified accordingly to match. Further, the value or level of such an embodiment may be selected depending on the operating ability of the propulsion unit, along with the sound intentionally produced by the propulsion unit. For example, if the same level or direction of thrust can be obtained at two different motor speeds or two different gimbal angles, then the motor speed, with the blade pitch angle or blade shape, which results in the lowest sound pressure level or more preferred frequency spectrum. A combination of gimbal angle, blade pitch angle, and / or blade shape may be selected and the propulsion unit may operate as appropriate.

In accordance with the present disclosure, the propulsion unit may be selectively monitored during operation with respect to the sound emitted from it, the embodiment of the propulsion unit varying, for example, the sound pressure level or frequency spectrum of the emitted sound, as required. Therefore, it can be modified either separately or in parallel during operation. Referring to FIG. 11, a flowchart 1100 of one process for operating an aircraft with one or more embodiments of propulsion units according to the present disclosure is shown. In Box 1110, the propulsion unit operates with the motor at initial speed and with the propeller at first pitch, first gimbal angle, and first shape. For example, with reference to FIG. 9A, one or more of the propulsion units 930-1, 930-2, 930-3, 930-4 may operate according to one or more sets of embodiments or operating characteristics shown in the figure. ..

In Box 1120, information about the operation of the propulsion unit and / or the aircraft, as well as any observed noise, is captured using one or more sensors mounted on the aircraft. For example, such sensors may be position sensors (eg GPS sensors), speed sensors (eg speedometers or flight speedometers), accelerometers (eg accelerometers), or orientation sensors (eg gyroscopes or compasses). May include. Such sensors may further include one or more altimeters, barometers, rangefinders, air monitoring sensors, or imaging devices. In addition, such sensors may also include one or more microphones, piezoelectric sensors, or vibration sensors.

In the box 1130, the noise observed in the box 1120 is compared to the desired noise emitted by the propeller during operation. For example, if an aircraft is expected to operate in a particular environment, a library or index of desired noise is examined to determine if any particular noise is preferred or desired in that location. obtain. Alternatively, the desired noise can be defined as a negative value, eg, below the threshold of sound pressure level, or within a predetermined frequency spectrum, or one or more based on time, place, or specific environment. It is noise that depends on the limitation of.

In the box 1140, it is determined whether the noise observed in the box 1120 matches the desired noise. If the observed noise matches the desired noise, the process ends. If the observed noise does not match the desired noise, the process proceeds to Box 1150 to identify the difference between the observed noise and the desired noise. Such differences are present or missing within either the observed noise or the desired noise, or within the sound pressure level or frequency spectrum of either the observed noise or the desired noise, separate narrowband tones or It may relate to a wide band frequency spectrum.

In box 1160, the modified motor speed, modified pitch, modified gimbal angle and / or modified blade shape are selected based on the difference between the observed noise and the desired noise. For example, the motor speed that is expected to change the sound pressure level or frequency spectrum of the sound emitted from the propulsion unit during operation can be determined. Similarly, to vary the gimbal angle and / or blade pitch of the propeller, and the position of one or more linear actuators may be determined. Furthermore, a particular blade shape (eg, cant angle at the tip of the blade or shape of the blade) can be determined.

Once changes have been identified for one or more modes or operating characteristics of the propulsion unit, such changes can be performed either continuously or in parallel. In box 1170, the motor operates at a modified motor speed, for example, by transmitting one or more control signals to the electronic speed control of the motor and, as appropriate, by increasing or decreasing the motor speed. In the box 1172, as discussed above with respect to FIGS. 3, 4A-4F, or 5A-5D, or in any other manner, the linear actuator operates to establish a corrected pitch angle. , Box 1172, the linear actuator operates to establish a modified gimbal angle, for example by varying the relative position or angular orientation of the plate elements associated with one or more aspects of the propeller. In Box 1176, one or more blade controllers operate to establish a modified blade shape.

After a change to one or more modes or characteristics of the propulsion unit has been identified and implemented, the process returns to Box 1120, the operation of the propulsion unit and / or the aircraft with the modified mode or characteristics, and any observations. Information about noise is captured using one or more sensors on board the aircraft. According to the present disclosure, the operation of the propulsion unit and / or the aircraft may be continuously monitored until the observed noise matches the desired noise or until the aircraft arrives at the destination.

Each of the adjustable embodiments or operating characteristics of the propulsion unit to vary the magnitude and direction of the force generated by the propulsion unit according to the systems and methods of the present disclosure, such as the process shown in flowchart 1100 of FIG. Does not need to be modified. Rather, by changing only one of the motor speed, gimbal angle, blade pitch angle, or propeller shape, or by changing less than all of the motor speed, gimbal angle, blade pitch angle, or propeller shape. If this can result in a desired change in the magnitude or direction of the force generated by the propulsion unit, only such aspects need to be changed. For example, again with reference to flowchart 1100 of FIG. 11, one or more actions or steps associated with boxes 1170, 1172, 1174, 1176 are for the propulsion unit to generate force in the desired magnitude and direction. , Or if such an action or step is not required to operate the propulsion unit at the desired sound pressure level or within the desired frequency spectrum, it can be avoided. In addition, such a process is necessary to radiate sound from the propulsion unit at a desired sound pressure level or within a desired frequency spectrum to provide a resultant force of the desired magnitude or direction. Depending on the propulsion unit provided to the aircraft, it can be done independently or in parallel.

Those skilled in the art will further recognize that the systems and methods of the present disclosure may be utilized to account for the operation of one or more units in operation and to track the sound emitted from them. For example, an aircraft is composed of one or more propulsion units of the present disclosure and is intended to perform missions or evaluations that require movement from origin to destination and / or through one or more intervening waypoints. And various aspects or operating characteristics of such propulsion units may be pre-selected according to the transition plan for the mission or evaluation, upon arrival of the aircraft at one or more intervening intermediate points, or to one or more environmental conditions. When encountered, aspects or operating characteristics may be modified. The mode or operating characteristics of the propulsion unit in operation may further be, for example, a measure or rating of thrust, lift, or velocity capability that may be provided by the propulsion unit, the maneuverability of the aircraft while operating the propulsion unit. It can be selected based on either a measurement or rating, or a measurement or rating of one or more sounds that can be emitted by the propulsion unit during operation. Such embodiments or operating characteristics may also be based on a level or degree of general performance or, in certain cases, with respect to specific goals or objectives or adverse weather conditions such as maneuverability, fuel efficiency and / or battery life. It can be selected based on the level or degree of performance.

Referring to FIG. 12, a flowchart 1200 of one process for operating an aircraft with one or more embodiments of a propulsion unit according to the present disclosure is shown. Box 1210 identifies a transitional plan with multiple stages for transporting an aircraft from origin to destination. For example, a transition plan is, but is not limited to, the date or time the aircraft departs from the origin and arrives at the destination, or one or more intervening intermediate points, or origins, destinations, intermediate points, or transportation. It may contain information about missions performed by the aircraft, including actions or evaluations performed by the aircraft.

In Box 1220, the operating characteristics of the aircraft in transition according to the transition plan (eg, the course or speed of the aircraft) and the aircraft's motors, rotors, rudders, ailerons, flaps, or other to achieve such course or speed. The corresponding instructions provided to the equipment can be predicted. Box 1230 predicts the environmental conditions that the aircraft will encounter during the transition, according to the transition plan. For example, the time or date of departure or arrival of an aircraft, and the weather forecast for the location of origin or destination can be specified by any criterion.

In Box 1240, the sound pressure level and / or frequency spectrum of the preferred sound emitted by the aircraft during the transition is the transition plan identified in Box 1210, the operating characteristics predicted in Box 1220 (eg, course, speed, lift, etc.). Thrust, maneuverability, efficiency), or environmental conditions predicted by Box 1230 (eg, temperature, pressure, humidity, wind speed, direction, cloud volume, sunshine, environment between origin and destination and environment containing them). , Or measured values of surface conditions or characteristics), at least in part. For example, information or data about the migration plan, predicted operating characteristics, or predicted environmental conditions may be provided to the trained machine learning system as the first input. Machine learning systems include nearest-neighbor method or analysis, factorization method or technique, K-means cluster analysis or technique, similarity measure such as logarithmic similarity or cosine similarity, latent Dirichlet allocation method or other topic model, Or one or more algorithms or techniques, such as latent semantic analysis, may be utilized, according to predicted operating characteristics, or within predicted environmental conditions, during one or more stages of migration planning, or aircraft. Can be trained to select the preferred sound pressure level and / or frequency spectrum emitted when is in operation. In some embodiments, the trained machine learning system resides in and / or operates on one or more computing devices or computing machines provided to be mounted on an aircraft. In some other embodiments, the trained machine learning system resides in one or more alternative or virtual locations, eg, in a "cloud" based environment accessible over a network.

In Box 1250, one or more of the motor speed, blade pitch angle, gimbal angle, and / or blade shape is at least partially based on the sound pressure level and / or frequency spectrum of the preferred sound emitted by the aircraft during operation. , Selected at each stage of the migration plan. For example, a schedule or list of computer-executable instructions provided to a motor, to one or more linear actuators, or to one or more blade controllers may be mounted on one or more data stores (eg, on an aircraft). Can be defined and stored in one or more externally accessible locations). In some embodiments, the command may be executed at a given time or when the aircraft arrives at a given place. In some other embodiments, the command may be executed when the aircraft encounters a given environmental condition, when the aircraft reaches an intermediate goal of operation, or when a given event occurs. In box 1260, the motor, one or more linear actuators, and / or one or more blade controllers operate to make a favorable sound during each stage of the transition plan, and the process ends.

The embodiments disclosed herein include an aircraft with a frame, a first propulsion unit mounted on the frame, a second propulsion unit mounted on the frame, at least one acoustic sensor, a memory and. It may include a computing device having one or more computer processors. The computing device determines the first force supplied to the unmanned aircraft by at least the first propulsion unit, determines the second force supplied to the unmanned aircraft by the second propulsion unit, and determines the first force. Select the first set of attributes to operate the first propulsion unit to supply (the first set of attributes is the first speed of the first motor and the first of the first drive shafts. Select a second set of attributes to operate the second propulsion unit to supply the second force (including the gimbal angle) (the second set of attributes is the second speed of the second motor). And the second gimbal angle of the second drive shaft), in the first time the first operation of the first propulsion unit according to the first set of attributes is started and in the first time the second The second operation of the second propulsion unit is started according to the set of attributes, and at least one acoustic sensor captures information about the sound emitted from the unmanned aircraft during the first operation or the second operation, and the sound. A third set of attributes for operating the first motor operation is determined (the third set of attributes is the third motor speed, or first, with respect to the first motor, at least in part based on the information about. (Including at least one of the third gimbal angles with respect to the drive shaft of the The set includes at least one of the fourth motor speeds for the second motor, or the fourth gimbal angle for the second drive shaft), the first in the second time according to the third set of attributes. The third operation of the propulsion unit is started, and in the second time, the fourth operation of the second propulsion unit is started according to the set of the fourth attribute (the second time is before the first time). Not) can be configured.

Optionally, the information about the sound may include a first sound pressure level of the sound and a first frequency spectrum of the sound, and the computing device may further include a first sound pressure level of the sound and a first frequency of the sound. It may be configured to select at least a third motor speed based at least in part on the spectrum. Optionally, the first set of attributes may include the first pitch angle of at least one blade of the first propeller, and the third set of attributes may include the second pitch of at least one blade of the first propeller. May include horns. Optionally, the first set of attributes may include the first shape of at least one blade of the first propeller, and the third set of attributes may include the second shape of at least one blade of the first propeller. Can include.

The embodiments disclosed herein are a first propulsion unit having a first motor and a first propeller coupled to the first motor by a first drive shaft, a second motor, and a second motor. It may include a method of operating an aircraft, including a second propulsion unit having a second propeller coupled to a second motor by a second drive shaft. In this method, the first propulsion unit is operated with the first drive shaft aligned at the first gimbal angle and the first motor rotating at the first speed in the first time. And, with the second drive shaft aligned at the second gimbal angle and the second motor rotating at the second speed in the first time, the second propulsion unit is operated. Select at least one of the third gimbal angle for the first drive shaft or the third motor speed for the first motor and align the first drive shaft at the third gimbal angle at the second time. A first set of movements, or a fourth gimbal angle or second with respect to a second drive shaft, including at least one of the following, or rotating the first motor at a third speed in a second time. Choosing at least one of the fourth motor speeds for the motor and aligning the second drive shaft at the fourth gimbal angle at the second time, or the second motor at the second time. It may include at least one of a second set of motions, including at least one of rotating at a fourth speed, and one or more of them. Optionally, the aircraft may include at least one sensor, which method also comprises using at least one sensor to determine information about at least one sound emitted by the aircraft at a third time. Information about at least one sound comprises at least one of the sound pressure levels of at least one sound or at least one of the frequency spectra of at least one sound, the determination and at least one sound emitted by the aircraft at a third time. A third gimbal angle for a first drive shaft or a third for a first motor, at least partially based on information about at least one sound in a third time in response to determining information about. Select at least one of the motor speeds, or at least partially based on information about at least one sound in the third time, a fourth gimbal angle for the second drive shaft or a second for the second motor. It may include at least one of selecting at least one of the motor speeds of 4.

Optionally, the method also determines information about at least one of the desired speed or desired acceleration of the aircraft in the second time and the desired speed or desired speed of the aircraft in the second time. A first drive shaft, at least partially based on information about at least one of the desired speeds or desired accelerations of the aircraft in a third time in response to determining information about at least one of the accelerations. For information on selecting at least one of the third gimbal angle or third motor speed with respect to the first motor, or at least one of the desired speed or desired acceleration of the aircraft in the third time. It may include at least one of selecting at least one of a fourth gimbal angle for the second drive shaft or a fourth motor speed for the second motor, at least in part. Optionally, the invention also identifies information about the aircraft's mission, determines the first attribute of the aircraft's mission, and at least in part based on the first attribute of the aircraft's mission. Choosing at least one of the third gimbal angle or third motor speed, or at least in part based on the first attribute of the aircraft's mission, of the fourth gimbal angle or fourth motor speed. It may include at least one of selecting at least one. Optionally, the first attributes of an aircraft mission are the location of the origin of the mission, the location of the destination of the mission, the dimensions or mass of the payload for the mission, the expected environmental conditions that the aircraft will encounter during the mission, and the aircraft during the mission. It may contain at least one of the expected operating characteristics of, or the expected sound emitted by the aircraft during the mission.

Optionally, each of the first plurality of blades of the first propeller may be aligned at the first pitch angle in the first time, and each of the second plurality of blades of the second propeller may be the first. Can be aligned at the second pitch angle at the time of. Optionally, the first set of movements is to select the third pitch angle of the first plurality of blades of the first propeller and, in the second time, the first plurality of at the third pitch angle. The second set of motion may include aligning the blades, selecting a fourth pitch angle for the second plurality of blades of the second propeller and a fourth pitch angle in the second time. It may include aligning a second plurality of blades with. Optionally, the first propulsion unit is the distance between the first plate element, the first gimbal base, and the first plurality of linear actuators (part of the first plate element relative to the first gimbal base). The second propulsion unit may include a second plate element, a second gimbal base, and a second plurality of linear actuators (a second with respect to the second gimbal base). 2) and may be configured to vary the distance between some of the plate elements. Optionally, the first set of motion determines, for each of the first plurality of linear actuators, the position corresponding to the third gimbal angle or the third pitch angle, and each of the first plurality of linear actuators. Can include one or more of installing at a position corresponding to a third gimbal angle or a third pitch angle at a second time, a second set of motions per second plurality of linear actuators. , Determining the position corresponding to the fourth gimbal angle or the fourth pitch angle, and each of the second plurality of linear actuators corresponding to the fourth gimbal angle or the fourth pitch angle in the second time. It may include one or more of the installation in a position where the gimbal is to be installed.

Optionally, the first propeller may include a first plurality of blades, the second propeller may include a second plurality of blades, and the first set of actions may further include each of the first plurality of blades. The second set of actions further comprises selecting the first shape and having each of the first plurality of blades have the first shape in the second time. It includes selecting a second shape for each of the plurality of blades and having each of the second plurality of blades have a second shape in a second time. Optionally, the aircraft may include at least one sensor, the method of which is to determine the position of the aircraft at a third time using at least one sensor, where the third time is the first time. After, and before the second time, in response to the determination and the determination of the position of the aircraft in the third time, at least partially based on the position of the aircraft in the third time. Select at least one of the third gimbal angles for the first drive shaft or the third motor speed for the first motor, or at least partially based on the position of the aircraft in the third time. It may include at least one of, and one or more of, selecting at least one of the fourth gimbal angles for the second drive shaft or the fourth motor speed for the second motor.

Optionally, the aircraft may include at least one sensor, which method further comprises using at least one sensor to determine environmental conditions in the vicinity of the aircraft at a third time. Is after the first time and before the second time, in response to the determination and the environmental conditions in the vicinity of the aircraft at the third time, of the aircraft at the third time. Choosing at least one of the third gimbal angles for the first drive shaft or the third motor speed for the first motor, or at a third time, at least in part based on nearby environmental conditions. A third is to select at least one of the fourth gimbal angles for the second drive shaft or the fourth motor speed for the second motor, at least in part based on the environmental conditions in the vicinity of the aircraft. The environmental conditions in the vicinity of the aircraft at the time of the time are at least one of temperature, pressure, humidity, wind velocity, wind direction, weather event, cloud level, sunshine level, or surface condition, at least one of the choices. Can include one or more of.

Optionally, the aircraft may include at least one sensor, which method further comprises using at least one sensor to determine the operating characteristics of the aircraft at a third time, the third time being a third. After one hour and before the second time, in response to the determination and the determination of the aircraft's operating characteristics at the third time, at least the aircraft's operating characteristics at the third time. Partially based on choosing at least one of the third gimbal angles for the first drive shaft or the third motor speed for the first motor, or at least for the operating characteristics of the aircraft in the third time. Partially based on the choice of at least one of the 4th gimbal angle for the 2nd drive shaft or the 4th motor speed for the 2nd motor, the operating characteristics of the aircraft in the 3rd time , Altitude, course, speed, ascending speed, descending speed, turning speed, or acceleration, which may include at least one of the choices and one or more of the choices.

The embodiments disclosed herein may include a method of delivering a payload from origin to destination by aircraft. The aircraft comprises a first propulsion unit having a first motor and a first propeller rotatably coupled to the first motor by a first drive shaft. The method identifies information about the payload and is the location of the origin, the location of interest, the first compartment from the origin to at least one intervening waypoint (the first compartment is at least the first course, at least the first. 1 airspeed and at least 1st altitude), 2nd compartment from at least 1 intervening waypoint to the destination (2nd compartment is at least 2nd course, at least 2nd airspeed) Identifying a transition plan that includes at least one of (with speed, and at least a second altitude), determining the first sound limit for the aircraft while in the first compartment, and the second compartment. Determining the second sound limit for the aircraft while in, and the location of the starting point, the location of at least one intervening midpoint, the first course, the first airspeed, the first altitude, and the first. The first mode of operation is to define a first mode of operation for the first propulsion unit while in the first compartment, at least in part based on the airspeed of the first propeller. The definition and the location of at least one intervening waypoint, the location of the destination, the first course, the first airspeed, the first altitude, having one motor speed and first gimbal angle. And at least in part based on the first soundspeed, defining a second mode of operation for the first propulsion unit while in the second compartment, the second mode of operation being the first. One or more of the definition, including the second motorspeed and second gimbal angle of the propeller, and the operation of the first propulsion unit at the starting point according to the first mode of operation. Can include.

Optionally, the method responds by at least one position sensor to determine that the aircraft has arrived at at least one intervening waypoint and that the aircraft has arrived at at least one intervening waypoint. The first propulsion unit may then be operated according to a third mode of operation, including one or more of the following. Optionally, the first propulsion unit can operate independently, joined to the first plate element, the first gimbal base, the outer circumference of the first plate element and the outer circumference of the first gimbal base. It may include one linear actuator, the first propulsion unit is rotatably joined to the first plate element, and the first mode of operation is the first position of each of the three independently operable linear actuators. The second mode of operation includes the second position of each of the three linear actuators that can operate independently. Optionally, operating the first propulsion unit according to a second mode of operation may include adjusting each of the three linear actuators that can operate independently from the first position to the second position. Optionally, the first mode of operation may include the first shape of each of the first plurality of blades of the first propeller. Optionally, the first mode of operation may include the first pitch angle of each of the first plurality of blades of the first propeller.

The embodiments disclosed herein may include an unmanned aerial vehicle that includes one or more propulsion units. A propulsion unit is a motor assembly that is pivotally joined to a housing with a gimbal mechanism, a plate element having a neck hole extending substantially perpendicular to the plane of the plate element, and a gimbal mechanism. Features a motor coupled to the first end of a drive shaft that slidably extends through a neck hole, the drive shaft defines an axis that is substantially perpendicular to the planar element, and the motor is at a given speed. A first plate support comprising the motor assembly, a first linear actuator and a first shaft configured to rotate the second end of the drive shaft, the first plate support. Has a first proximal end joined to the base and a first distal end joined to the first part of the plate element, the first linear actuator has the length of the first plate support. A first plate support configured to adjust and a second plate support comprising a second linear actuator and a second shaft, the second plate support joined to the base. It has a second proximal end and a second distal end joined to the second part of the plate element, and the second linear actuator is configured to adjust the length of the second plate support. A second plate support and a third plate support, a third proximal end joined to the base and a third distal joined to the third part of the plate element. A propeller rotatably coupled to a third plate support having an end and a second end of the drive shaft, the propeller having a variable pitch hub with multiple rotatable link mechanisms and multiple blades. Each of the blades is pivotally mounted on one of the rotatable link mechanisms, and the pitch angle of each of the blades is determined at least partially based on the relative distance between the variable pitch hub and the plate element. It may include the propeller.

Optionally, the unmanned aerial vehicle may include one or more computing devices with memory and one or more computer processors. Optionally, the unmanned aircraft receives at least the first command to move the aircraft at the first airspeed and the first course, and the aircraft at the first airspeed and the first course. To determine the first force generated by the propulsion unit to be movable (the first force includes the first magnitude and the first direction) and to generate the first magnitude of the first force. At least one of the first motor speed and the first pitch angle is determined, the first angular orientation of the drive shaft associated with the first direction of the first force is identified, and each of the plurality of blades. Determining the first length for a first linear actuator that aligns to a first pitch angle and aligns the axis of the drive shaft to a first angular orientation, each of the plurality of blades has a first pitch. The second length with respect to the second linear actuator that aligns to the corner and aligns the axis of the drive shaft to the first angular orientation is determined, the motor is operated at the first motor speed, and the first The linear actuator may be configured to align to the first length and the second linear actuator to the second length.

Optionally, the unmanned aircraft may further include one or more acoustic sensors, and the computing device may further include, at least, using the acoustic sensors during the first operation of the motor at the first motor speed. And with the drive shaft aligned in the first angular orientation, the sound energy is taken in and at least partially based on the sound energy to determine at least one of the second motor speed and the second pitch angle. The present invention relates to a first linear actuator that generates a first force of a first force, aligns each of a plurality of blades with a second pitch angle, and aligns the axis of a drive shaft with a first angular orientation. A fifth length with respect to a second linear actuator such as determining a fourth length, aligning each of the plurality of blades with a second pitch angle, and aligning the axis of the drive shaft with a first angular orientation. It may be configured to determine the energy, operate the motor at the second motor speed, align the first linear actuator to the fourth length, and align the second linear actuator to the fifth length. ..

Optionally, the unmanned aircraft also receives at least a second command to move the aircraft at a second air velocity and a second course, and the aircraft at a second air velocity and a second course. Determine the second force generated by the propulsion unit to move (the second force includes the second magnitude and the second direction) and generate the second magnitude of the second force. To determine at least one of the second motor speed and the second pitch angle to identify the second angular orientation of the drive shaft associated with the second direction of the second force, each of the plurality of blades. To determine the fourth length with respect to the first linear actuator such that the second pitch angle and the axis of the drive shaft are aligned to the second angular orientation, each of the plurality of blades is a second. A fifth length with respect to a second linear actuator that aligns with the pitch angle and aligns the axis of the drive shaft with the second angular orientation is determined, the motor is operated at the second motor speed, and the first Linear actuators may be configured to align to a fourth length and a second linear actuator to a fifth length.

The embodiments disclosed herein may include a method of operating a propulsion unit of an aircraft, wherein the propulsion unit is a plate element having a base having a gimbal mechanism and a hole, defining a plane. The at least one plate comprising the element and at least one actuator extending between the base and the plate element, such as adjusting the length of the at least one plate support. A motor pivotally coupled to a support and gimbal mechanism, the motor configured to rotate a drive shaft extending through a hole in the plate element that is substantially perpendicular to the plane of the plate element. The gimbal mechanism comprises a variable pitch hub and a plurality of blades pivotally coupled to the variable pitch hub, which allows the angular orientation of the drive shaft to vary within a predetermined angular range. A propeller, the pitch angle of each of a plurality of blades is determined at least partially based on the relative position of the variable pitch hub to the plate element, and the propeller is coupled to the motor by a drive shaft, one of the propellers. Including one or more. The method is to determine a first desired force generated by a propulsion unit by at least one computer processor, the first desired force comprising a first magnitude and a first direction. , The determination, at least the first motor speed and at least the first pitch angle, to generate the first magnitude of the first desired force, and the first desired force. To determine the first angular orientation of the drive shaft associated with one direction, to install each of the plurality of blades of the propeller at the first pitch angle, and to install the drive shaft in the first angular orientation. In addition, determining the first relative position of the plate element with respect to the variable pitch hub, operating the motor at the first motor speed, and having at least one actuator make at least part of the plate element at least part of the base. It may include one or more of the installation in a first relative position with respect to.

Optionally, the at least one plate support also has at least one shaft, at least one ball joint joined to at least a portion of the plate element, and at least one knuckle joint joined to at least a portion of the base. And at least one actuator. Optionally, the at least one actuator may be configured to increase or decrease the distance between at least a portion of the plate element and at least a portion of the base.

Optionally, the propulsion unit is also a first plate support extending between a first portion of the base and a first portion of the plate element, the first shaft and the first of the plate elements. A first ball joint joined to the first portion, a first knuckle joint joined to the first portion of the base, and a first portion between the first portion of the plate element and the first portion of the base. A first plate support comprising a first actuator configured to increase or decrease a distance of 1 extends between a second portion of the base and a second portion of the plate element. A second plate support that is present, a second shaft, a second ball joint that is joined to the second part of the plate element, and a second knuckle that is joined to the second part of the base. The second plate support comprising a joint and a second actuator configured to increase or decrease a second distance between a second portion of the plate element and a second portion of the base. A third plate support extending between the portion and the third portion of the base and the third portion of the plate element, which is joined to the third shaft and the third portion of the plate element. Increase or increase the third distance between the third ball joint, the third knuckle joint joined to the third part of the base, and the third part of the plate element and the third part of the base. It may include a third plate support that comprises a third actuator that is configured to be reduced.

Optionally, the plate element may also include a substantially triangle with a first vertex, a second vertex, and a third vertex, the first part of the plate element containing the first vertex, the plate. The second part of the element contains the second vertex and the third part of the plate element contains the third vertex. Optionally, the hole may include a neck perpendicular to the plane of the plate element, the drive shaft is slidably inserted into the hole, and the plane of the plate element is substantially perpendicular to the angular orientation of the drive shaft. Optionally, the motor assembly also extends between the first support plate, the second support plate, and the first support plate and the second support plate, which are pivotally joined to the gimbal mechanism. The motor assembly may be provided with a plurality of support bars, and the motor is arranged between the first support plate and the second support plate. Optionally, the predetermined angular range can be from about 0 degrees to about 15 degrees.

Optionally, determining at least the first motor speed and at least the first pitch angle and generating the first magnitude of the first desired force is at least one of the plurality of blades bonded to the variable pitch hub. The method comprises determining one first shape and generating a first magnitude of a first desired force, further comprising providing the first shape to at least one of a plurality of blades. Can include. Optionally, determining the first desired force generated by the propulsion unit is determining at least one of the aircraft's first course or first airspeed and the first course or first. It may include one or more of selecting a first magnitude and a first direction, at least in part, based on one airspeed. Optionally, the method further determines at least one of the second course or second airspeed with respect to the aircraft and at least a portion of at least one of the second course or second airspeed. The second desired force generated by the propulsion unit is selected and at least the second motor speed and at least the second pitch angle are determined based on the above. Generating the magnitude, determining the second angular orientation of the drive shaft associated with the second direction of the second desired force, and each of the multiple blades of the propeller at the second pitch angle. Determining the second relative position of the plate element with respect to the variable pitch hub and operating the motor at the second motor speed to install and install the drive shaft in the second angular orientation, at least 1. One actuator may include one or more of having at least a portion of the plate element installed in a second relative position to at least a portion of the base. Optionally, the method may also include identifying a transition plan for the aircraft, where the transition plan includes a first compartment between the starting point and at least one intervening waypoint, and at least one intervening waypoint. It has a second section between it and the destination, the first course and the first airspeed are associated with the first section, the second course and the second airspeed are the second. Associated with the parcel.

Optionally, the aircraft may include at least one sensor, and determining at least one of the second course or second airspeed can use at least one sensor to determine the operating characteristics of the aircraft or of the aircraft. Sensing at least one of the environmental conditions, wherein at least one of the second course or the second airspeed is determined based at least in part on operating characteristics or environmental conditions. Can include that. Optionally, determining at least the first motor speed and at least the first pitch angle and generating the first magnitude of the first desired force creates at least one noise constraint associated with the operation of the aircraft. It may include one or more of specifying and selecting at least one of a first motor speed or a first pitch angle, at least in part based on at least one noise constraint.

An embodiment disclosed herein is unmanned, having a frame, a first propulsion unit mounted on the frame, and one or more of a memory and a computing device having one or more computer processors. May include aircraft. The first propulsion unit has one or more of a first motor and a first propeller with a first plurality of blades pivotally coupled to the first hub at a variable pitch angle. A first motor may be rotatably coupled to a first propeller by a first drive shaft in a variable angle direction, and a first propulsion unit may be a pitch angle of a first plurality of blades and a first. It has a first common operator that adjusts the angular orientation of the drive shaft. The computing device determines the desired speed of the unmanned aircraft within at least one area, identifies at least one noise limit associated with that area, and supplies the unmanned aircraft by the first propulsion unit. The unmanned aircraft can be moved at the desired speed in the area (the first force includes the first magnitude and the first direction), the first magnitude of the first force and the said. Select the first pitch angle for the first plurality of blades of the first propeller, the first magnitude of the first force and said, at least in part, based on at least one noise limit associated with the area. Select the first rotational speed with respect to the first motor, at least in part based on at least one noise limit associated with the area, the first direction of the first force and at least one noise associated with the area. The first angular orientation with respect to the first drive shaft is selected, at least partially based on the limitations, and the first common operator aligns the first plurality of blades at the first pitch angle, the first. The drive shafts may be configured to be aligned in a first angular orientation and the first motor to operate at a first rotational speed.

Optionally, the noise limit may include at least one of a sound pressure level limit within the area or a frequency spectrum limit within the area. Optionally, the aircraft may also include acoustic sensors, the computing device may further capture information about the sound emitted by the aircraft in at least one area, and the sound emitted by the aircraft will be in that area. The first propeller determines that it is violating at least one noise limit associated with it and is at least partially based on the first magnitude of the first force and at least one noise limit associated with the area. Select a second pitch angle for the first plurality of blades of the first motor, at least partially based on the first magnitude of the first force and at least one noise limit associated with the area. Select a second rotational speed with respect to a second angular orientation with respect to the first drive shaft, at least partially based on the first direction of the first force and at least one noise limit associated with the area. Select, the first plurality of blades are aligned at the second pitch angle, the first drive shaft is aligned at the third angular orientation, and the first motor is aligned at the second pitch angle by the first common operator. It can be configured to operate at rotational speed.

The present disclosure is described herein using exemplary techniques, components, and / or processes for implementing the systems and methods of the present disclosure, but those skilled in the art will be described herein. To other techniques, components, and / or processes, or herein, that achieve the same function (s) and / or results (s) as described in and are within the scope of the present disclosure. It should be understood that other combinations and sequences of techniques, components, and / or processes described may be used or performed.

Those skilled in the art will appreciate that the propulsion unit of the present disclosure has any number of motors of any type, as well as any number of propellers of any type (eg, propellers having any number of blades of any size or shape). You will recognize that it may include any number of actuators to correct the gimbal angle or blade pitch angle, or any number of blade controllers to correct the blade shape. Further, one of ordinary skill in the art will recognize that the aircraft may include any number of propulsion units of the present disclosure.

For example, one of ordinary skill in the art will appreciate that any type of system and method disclosed herein has fixed or rotary wings and has any intended industrial, commercial, recreational or other use. Or you will recognize that it can be used in connection with a form of aircraft (eg, manned or unmanned). In particular, some of the embodiments disclosed herein refer to propellers with two or four blades, or aircraft with four propulsion units, each with one motor and one propeller. However, one of ordinary skill in the art relates to aircraft having any number of propellers with any number of blades and any number of propellers with any number of motors or propellers. Will recognize that it can be utilized (eg, for duplication). Further, although some of the embodiments disclosed herein refer to the use of propellers on aircraft, one of ordinary skill in the art will appreciate that the systems and methods of the present disclosure relate to marine vessels as well. You will recognize that it can be used.

Further, one of ordinary skill in the art recognizes that the systems and methods disclosed herein can be used to radiate sound to an aircraft at a given sound pressure level and / or within a given frequency spectrum. There will be. By controlling the operation of multiple propulsion units, for example, by individually controlling the motor speed, gimbal angle, blade pitch angle, or blade shape of such units, the aircraft can force (eg, lift and / or thrust). ) Can be effectively emitted as desired while satisfying the request of).

Unless expressly or implicitly otherwise directed herein, any of the features, properties, alternatives or variations described with respect to a particular embodiment of the specification are also described herein. Applicable to, using, or incorporating into any other embodiment, the drawings and detailed description of the present disclosure are all modifications, equivalents, to various embodiments as defined by the appended claims. It should be understood that it is intended to cover objects and alternatives. Further, but not limited to, the order in which such methods or processes are presented with respect to one or more of the methods or processes of the present disclosure described herein, including, but not limited to, the processes represented in the flowcharts of FIGS. 10-12. Is not intended to be construed as any limitation on the claimed invention and any number of methods or process steps or boxes described herein are described herein. They can be combined in any order and / or in parallel to carry out the method or process. Also, the drawings in this specification are not drawn to scale.

In particular, conditional languages such as "can", "could", "might", or "may" are not otherwise understood unless otherwise stated and in the context in which they are used. , In general, intended to convey in an acceptable manner that an embodiment may, or may contain, features, elements, and / or steps, but does not obligate or require them. Will be done. In a similar fashion, terms such as "include," "include," and "includes" generally refer to "include, but not limited to." Is intended to mean). Thus, such conditional languages generally require features, elements, and / or steps in any one or more embodiments, or one or more embodiments are these features, elements. , And / or whether a step is included in or performed in any particular embodiment is not intended to mean that it always includes logic to determine with or without user input or prompting.

Unless otherwise stated, a disjunctive word such as the phrase "at least one of X, Y, or Z" or "at least one of X, Y, and Z" has an item, term, or the like as X, Y, or. Differently understood in context as commonly used to present that either Z, or any combination thereof (eg, X, Y, and / or Z) can be. .. Thus, such a disjunctive language is intended to imply that an embodiment generally requires the presence of at least one of X, at least one of Y, or at least one of Z, respectively. No, it shouldn't mean that.

Unless otherwise stated, articles such as "a" or "an" should generally be construed to include one or more described items. Thus, terms such as "devices configured to" are intended to include one or more listed devices. Such one or more enumerated devices can also be collectively configured to execute the described enumerated ones. For example, a "processor configured to perform enumerations A, B, and C" works in conjunction with a second processor configured to execute enumerations B and C to provide enumeration A. It may include a first processor configured to run.

Books such as the terms "about", "approximate", "generally", "nearly", or "substantially" as used herein. The degree of language used herein further represents a value, quantity, or characteristic that is close to the stated value, quantity, or characteristic that performs the desired function or achieves the desired result. For example, the terms "about", "approximate", "generally", "nearly", or "substantially" are less than 10% of the stated amount. Can refer to quantities within the range of less than 5%, less than 1%, less than 0.1%, and less than 0.01%.

Although the invention has been described and shown with respect to its exemplary embodiments, the aforementioned and various other additions and omissions may be made therein and without departing from the spirit and scope of the present disclosure.

Claims (10)

A method of operating an aircraft propulsion unit, wherein the propulsion unit is
A base with a gimbal mechanism and
A plate element having a hole, which defines a plane, and the plate element.
The at least one plate that includes at least one plate support extending between the base and the plate element and comprising at least one actuator that adjusts the length of the at least one plate support. Support part and
A motor pivotally coupled to the gimbal mechanism such that the motor rotates a drive shaft extending through the holes in the plate element that are substantially perpendicular to the plane of the plate element. The gimbal mechanism comprises the motor and the motor, which allows the gimbal angle of the drive shaft to fluctuate within a predetermined angle range.
A propeller comprising a variable pitch hub and a plurality of blades pivotally joined to the variable pitch hub, wherein the pitch angle of each of the plurality of blades is based on the relative position of the variable pitch hub with respect to the plate element. Determined, the propeller comprises the propeller, which is coupled to the motor by the drive shaft.
The method is
Determining the first magnitude and first direction produced by the propulsion unit by at least one computer processor.
Using at least one sensor to determine information about at least one sound emitted by the aircraft during the first time,
Determining at least a first motor speed and at least a first pitch angle based on the information about the at least one sound emitted by the aircraft to generate the first magnitude.
Determining the first gimbal angle of the drive shaft associated with the first direction
A first relative position of the plate element with respect to the variable pitch hub to install each of the plurality of blades of the propeller at the first pitch angle and to install the drive shaft at the first gimbal angle. To judge and
To operate the motor at the first motor speed,
The at least one actuator places the plate element in the first relative position with respect to the base and aligns the drive shaft at the first gimbal angle in the second time following the first time. ,
How to operate the propulsion unit, including. The at least one plate support comprises at least one shaft, at least one ball joint joined to the plate element, at least one knuckle joint joined to the base, and the at least one actuator. ,
The method of claim 1, wherein the at least one actuator is configured to increase or decrease the distance between the plate element and the base. The plate element comprises a substantially triangle with a first vertex, a second vertex, and a third vertex.
The propulsion unit further
A first plate support extending between a first portion of the base and a first portion of the plate element, joined to the first shaft and the first portion of the plate element. Between the first ball joint to be formed, the first knuckle joint joined to the first portion of the base, and the first portion of the plate element and the first portion of the base. A first plate support portion comprising a first actuator configured to increase or decrease a first distance, wherein the first portion of the plate element comprises the first apex.
A second plate support extending between a second portion of the base and a second portion of the plate element, joined to the second shaft and the second portion of the plate element. Between the second ball joint to be formed, the second knuckle joint joined to the second portion of the base, and the second portion of the plate element and the second portion of the base. A second plate support portion comprising a second actuator configured to increase or decrease a second distance, wherein the second portion of the plate element comprises the second apex.
A third plate support extending between a third portion of the base and a third portion of the plate element, which is joined to the third shaft and the third portion of the plate element. A third ball joint to be formed, a third knuckle joint joined to the third portion of the base, and between the third portion of the plate element and the third portion of the base. With a third actuator configured to increase or decrease a third distance, the third portion of the plate element comprises the third apex and the third plate support.
2. The method according to claim 2. The hole comprises a neck that is substantially perpendicular to the plane of the plate element.
The drive shaft is slidably inserted into the hole and
The method according to any one of claims 1 to 3 , wherein the plane of the plate element is substantially perpendicular to the gimbal angle of the drive shaft. A first support plate pivotally joined to the gimbal mechanism, a second support plate, and a plurality of support bars extending between the first support plate and the second support plate. Equipped with, further equipped with motor assembly,
The method according to any one of claims 1 to 3, wherein the motor is arranged between the first support plate and the second support plate. Determining at least the first motor speed and at least the first pitch angle to generate the first magnitude further
Including determining the first shape of at least one of the plurality of blades joined to the variable pitch hub and generating the first size.
The method further comprises
The method according to any one of claims 1 to 5, comprising providing the first shape to at least one of the plurality of blades. Determining at least the first motor speed and at least the first pitch angle to generate the first magnitude
Identifying at least one noise constraint associated with the operation of the aircraft,
To select at least one of the first pitch angles based on the at least one noise constraint.
The method according to any one of claims 1 to 6 , comprising the above. It ’s an unmanned aerial vehicle.
With the frame
A first propulsion unit mounted on the frame, wherein the first propulsion unit is pivotally coupled to a first motor and a first hub at a variable pitch angle. It has a first propeller with blades, the first motor is rotatably coupled to the first propeller by a first drive shaft at a variable gimbal angle, and the first propulsion unit is said first. A first propulsion unit having a first common operator for adjusting the pitch angles of one of a plurality of blades and the gimbal angle of the first drive shaft.
With a computer device having memory and one or more computer processors,
The computer device is at least
Determining the desired speed of the unmanned aerial vehicle within at least one area,
Identify at least one noise limit associated with the area and
The first propulsion unit defines the first size and first direction supplied to the unmanned aerial vehicle so that the unmanned aerial vehicle can be moved within the area at the desired speed.
Said to supply the first magnitude and the first direction based on at least one of the first magnitude, the first direction, and the at least one noise limit associated with the area. A set of first attributes for operating the first propulsion unit is selected, the first set of attributes being the first pitch angle for the first plurality of blades, the first for the first motor. Includes rotational speed and first gimbal angle with respect to said first drive shaft.
At least one sensor is used to determine information about at least one sound emitted by the aircraft during the first time.
Based on the information about the at least one sound emitted by the aircraft, the first common operator puts the first plurality of blades into the first time in the second time following the first time. Align with the pitch angle and align the first drive shaft with the first gimbal angle.
An unmanned aerial vehicle configured to operate the first motor in the area at the first rotational speed. The unmanned aerial vehicle of claim 8, wherein the noise limit comprises at least one of a sound pressure level limit within the area or a frequency spectrum limit within the area. Further comprising an acoustic sensor, said computer device further comprises, at least,
The acoustic sensor captures information about the sound emitted by the aircraft within the area.
It is determined that the sound emitted by the aircraft violates the at least one noise limit associated with the area.
The first magnitude, the first direction, the sound emitted by the aircraft in the area, and the first noise limit associated with the area. A second set of attributes that operate the first propulsion unit to supply size and first direction is selected, and the second set of attributes is a second set for the first plurality of blades. The pitch angle, the second rotational speed with respect to the first motor, and the second gimbal angle with respect to the first drive shaft.
The first common operator aligns the first plurality of blades with the second pitch angle and aligns the first drive shaft with the second gimbal angle.
The unmanned aerial vehicle according to claim 8 or 9, wherein the first motor is configured to operate at the second rotational speed in the area.

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